Systems and methods for autonomous selection and operation of combinations of stealth and performance capabilities of a multi-mode unmanned vehicle

ABSTRACT

An unmanned vehicle including a vehicle body, propulsion system, maneuvering system, vehicle control system, rack, sensor, and a power supply. The vehicle control may be used to control the unmanned vehicle in combination with the propulsion and the maneuvering system. The rack may include a retractable mount that may move between a down position and an up position. The sensor system may include a plurality of transient object detection sensors. The plurality of transient object detection sensors may include a sensor adapted to detect an item of interest and may provide an item of interest signal to the vehicle control system. The vehicle control system may identify an item of interest classification and may provide a classification signal. The classification signal may be determined by the item of interest classification and may be utilized to avoid detection of the unmanned vehicle by the item of interest.

RELATED APPLICATIONS

This application is a continuation application of and claim priorityunder 35 U.S.C. § 120 of U.S. patent application Ser. No. 17/164,129filed on Feb. 1, 2021 and titled SYSTEMS AND METHODS FOR AUTONOMOUSSELECTION AND OPERATION OF COMBINATIONS OF STEALTH AND PERFORMANCECAPABILITIES OF A MULTI-MODE UNMANNED VEHICLE, which in turn is acontinuation application of and claims priority under 35 U.S.C. § 120 ofU.S. patent application Ser. No. 16/449,824 filed on Jun. 24, 2019 andtitled Systems and Methods for Semi-Submersible Launch and Recovery ofObjects from Multi-Mode Unmanned Vehicle, which in turn is acontinuation-in-part application of and claims priority under 35 U.S.C.§ 120 of U.S. patent application Ser. No. 15/609,459, now U.S. Pat. No.10,331,131, issued Jun. 25, 2019 filed on May 31, 2017 and titledSystems and Methods for Payload Integration and Control in a Multi-ModeUnmanned Vehicle, which in turn is a continuation-in-part application ofand claims priority under 35 U.S.C. § 120 of U.S. patent applicationSer. No. 14/788,231, now U.S. Pat. No. 9,669,904, issued Jun. 6, 2017filed on Jun. 30, 2015 and titled Systems and Methods for Multi-RoleUnmanned Vehicle Mission Planning and Control, which in turn is acontinuation-in-part application of and claims priority under 35 U.S.C.§ 120 of U.S. patent application Ser. No. 13/470,866, now U.S. Pat. No.9,096,106, issued Aug. 4, 2015 filed on May 14, 2012 and titledMulti-Role Unmanned Vehicle System and Associated Methods. The contentsof these applications are incorporated herein by reference.

FIELD OF THE INVENTION

The present invention relates generally to the field of unmanned,autonomous vehicles. In particular, the invention relates to systems andmethods for advantageous employment of unmanned vehicles that arecapable of operating in atmospheric, marine, and submarine environments,and that are equipped for semi-submersible launch and recovery ofobjects such as vessels, equipment and/or people.

BACKGROUND OF THE INVENTION

For decades, use of unmanned vehicles, such as unmanned aircraft systems(generally referred to as drones), has been increasing as delivery,sensor, and automation technologies mature. One advantage of unmannedvehicles is the ability to establish large areas of operation with asignificantly reduced number of people than would be required for amanned enterprise. Another advantage is the ability to deploy unmannedsystems into operational environments that are hostile or dangerous tohuman beings.

The United States military is increasing its use of unmanned vehicles byall service branches and in all theaters of operation. Current examplesof planned uses of unmanned vehicles in marine and submarineenvironments are for mine and submarine detection, maritime interdictionmissions, harbor security, and intelligence, surveillance andreconnaissance (ISR) missions. The commercial market also is alsoexperiencing increased use of unmanned vehicles. Current examples ofsuch use include search and rescue, drug interdiction, remote launch andrecovery of external payloads, autonomous environmental testing, oilspill collection and monitoring, weather monitoring, and real timetsunami data collection and monitoring. The scope of both military andcivilian uses for unmanned vehicles is expected to continue to increasesignificantly in the coming decade.

Conventional unmanned vehicle designs typically are each limited inscope to a particular operating environment and/or beneficial task. Inthe marine and submarine environments, most current unmanned vehicledesigns are based on retrofits of manned vehicle designs and, as result,incur operational and performance envelope limitations built intovehicles designed for carrying people, such as described in U.S. Pat.No. 7,789,723 to Dane et. al. Alternatively, systems designedspecifically as unmanned vehicles, such as described in U.S. Pat. No.6,807,921 to Huntsman, typically are configured to achieve particularcharacteristics that are conducive to accomplishing a task of interest,such as, for example, endurance or underwater performance. However,these designs typically preclude achievement of a broader range ofunmanned vehicle characteristics (e.g., multi-environment, multi-task)for the sake of limited-environment, limited-task characteristics.

There is a need to autonomously launch and recover various payloads,including vessels (surface and underwater), equipment and people, toperform missions covertly. There is a need for the vessels toautonomously perform the designated mission while hiding from detectionby people or objects that could prevent the vessel from successfullycompleting its mission.

This background information is provided to reveal information believedby the applicant to be of possible relevance to the present invention.No admission is necessarily intended, nor should be construed, that anyof the preceding information constitutes prior art against the presentinvention.

SUMMARY OF THE INVENTION

With the above in mind, embodiments of the present invention are relatedto an unmanned vehicle including a vehicle body, a propulsion system, amaneuvering system, a vehicle control system, a rack, a sensor, and apower supply. The vehicle body may include a pair of sponsons that maybe substantially parallel. The propulsion system and the maneuveringsystem may be carried by the vehicle body. The vehicle control systemmay also be carried by the vehicle body, and may be used to control thespeed, orientation, and direction of the unmanned vehicle, which may bein combination with the propulsion system and the maneuvering system.

The rack may be carried by the vehicle body. The rack may include aretractable mount that may move between a down position and an upposition. The sensor system may be carried by the rack and may include aplurality of transient object detection sensors that may sense transientobjects in an environment of unmanned vehicle. The power supply may becarried by the vehicle body. The plurality of transient object detectionsensors of the sensor system may include a sensor adapted to detect anitem of interest and may provide an item of interest signal to thevehicle control system.

The vehicle control system may be used to receive the item of interestsignal. The vehicle control system may identify an item of interestclassification and may provide a classification signal. Theclassification signal may be determined by the item of interestclassification and may be utilized by the propulsion system, maneuveringsystem, vehicle control system, or retractable mount, which may be toavoid physical, electrical, acoustic, or thermal detection of theunmanned vehicle by the item of interest.

The maneuvering system and/or the propulsion system may be used toposition the unmanned vehicle in a location that may be calculated toprevent detection of the unmanned vehicle by the item of interest. Theplurality of transient object detection sensors may include one or moreelectro-optical sensors, infrared sensors, radar sensors, lidar sensors,acoustic sensors, and/or sonar sensors. The plurality of transientobject detection sensors may also include one or more other sensors todetermine a location of the item of interest, a velocity of the item ofinterest, and/or a dimension of the item of interest.

The down position of the retractable mount may be defined as the rackbeing positioned abuttingly adjacent to the vehicle body. The upposition of the retractable mount may be defined as the retractablemount being substantially latitudinally extended from the vehicle body.The item of interest classification may be an aquatic vessel, a human, amine, an aerial vehicle, and/or a chemical. The unmanned vehicle mayalso include a stealth control system, a thermal cloaking system, anacoustic cloaking system, a radio frequency cloaking system, and/or aradio frequency imitation system. The classification signal may beutilized by the stealth control system to activate the thermal cloakingsystem, the acoustic cloaking system, the radio frequency cloakingsystem, and/or the radio frequency imitation system.

The thermal cloaking system may be adapted to decrease a temperature ofthe vehicle body. The thermal cloaking system may include a firsttemperature sensor that may be positioned to measure a hull temperature,and a second temperature sensor that may be positioned to measure anambient temperature. A target threshold difference between the hulltemperature and the ambient temperature may be determined. The vehiclecontrol system may control the propulsion system, maneuvering system,and/or the vehicle control system, which may be to maintain an actualdifference between the hull temperature and the ambient temperature lessthan the target threshold when the thermal cloaking system is activated.

The vehicle control system may control a water spray system that may bedirected at the exposed hull surface to maintain an actual differencebetween the hull temperature and the ambient temperature less than thetarget threshold when the thermal cloaking system is activated. Theacoustic cloaking system may be adapted to cancel an acoustic frequencyemitted by the unmanned vehicle. The acoustic cloaking system mayinclude an acoustic sensor that may be adapted to sense a detectablefrequency, and a frequency generator that may be configured to output acanceling frequency that may be calculated to suppress the detectablefrequency.

The radio frequency cloaking system may be adapted to alter a radiofrequency emitted by the unmanned vehicle. The radio frequency cloakingsystem may also be adapted to alter the emitted radio frequency tosuppress an emission of the radio frequency, change a bandwidth of theradio frequency, and/or change a duration of transmission of the radiofrequency. The radio frequency imitation system may also be adapted torecreate a target radio frequency. The radio frequency imitation systemmay include a frequency library that may include a designation of aplurality of frequency generators and associated frequencies. The radiofrequency limitation system may also include a frequency generator thatmay be configured to output a frequency that may be associated with oneof the plurality of frequency generators.

BRIEF DESCRIPTION OF THE DRAWINGS

Some embodiments of the present invention are illustrated as an exampleand are not limited by the figures of the accompanying drawings, inwhich like references may indicate similar elements.

FIG. 1 is an exploded solid model view of an unmanned vehicle accordingto an embodiment of the present invention.

FIG. 2 is a top plan view and a side elevation view of an unmannedvehicle according to an embodiment of the present invention.

FIG. 2A is a front elevation view of an unmanned vehicle according to anembodiment of the present invention.

FIG. 3 is a table illustrating air glide parameters of an unmannedvehicle according to an embodiment of the present invention compared toair glide parameters to two exemplary aircraft known in the art.

FIG. 4 is a schematic overview of a propulsion control system of anunmanned vehicle according to an embodiment of the present invention.

FIG. 5 is a schematic overview of a propulsion system of an unmannedvehicle according to an embodiment of the present invention suitable formarine and submarine use.

FIG. 6 is a side elevation view and a bottom plan view of a ballastsystem of an unmanned vehicle according to an embodiment of the presentinvention.

FIG. 7 is a side elevation view and a top plan view of an adjustablecenter of gravity system of an unmanned vehicle according to anembodiment of the present invention.

FIG. 8 is a side elevation view and a top plan view of a pressurizationsystem of an unmanned vehicle according to an embodiment of the presentinvention.

FIG. 9 is a solid model perspective view of control surfaces of anunmanned vehicle according to an embodiment of the present invention.

FIG. 10 is a plurality of partial perspective views of control surfacesof an unmanned vehicle according to an embodiment of the presentinvention.

FIG. 11 is a side elevation view and a top plan view of a retractabledevice rack of an unmanned vehicle according to an embodiment of thepresent invention.

FIG. 12 is a front elevation view representing a retractable device rackof an unmanned vehicle according to an embodiment of the presentinvention showing the retractable device rack in an extended position.

FIG. 13 is an exploded perspective view of an interchangeable payloaddeck of an unmanned vehicle according to an embodiment of the presentinvention including a solar panel payload module.

FIG. 14 is a top plan view and a side elevation view of aninterchangeable payload deck of an unmanned vehicle according to anembodiment of the present invention including a wind sail payloadmodule.

FIG. 15 is a schematic overview of a multi-mode navigation controlsystem of an unmanned vehicle according to an embodiment of the presentinvention.

FIG. 16 is a schematic overview of an on-board control system of anunmanned vehicle according to an embodiment of the present invention.

FIG. 17 is a schematic overview of an off-board control system of amission planning and control system according to an embodiment of thepresent invention.

FIG. 18 is a schematic overview of a mission planning and control systemaccording to an embodiment of the present invention.

FIG. 19 is a flowchart of a mission control operation for an unmannedvehicle according to an embodiment of the present invention.

FIG. 20 is a flowchart of a mission management operation for an unmannedvehicle according to an embodiment of the present invention.

FIG. 21 is a flowchart of a mission planning and execution lifecycleaccording to an embodiment of the present invention.

FIG. 22 is a schematic overview of an exemplary three-dimensionalcoverage grid for a mission planning and control system according to anembodiment of the present invention.

FIG. 23 is a block diagram representation of a machine in the exampleform of a computer system according to an embodiment of the presentinvention.

FIG. 24 is a bottom plan view of an unmanned vehicle according to anembodiment of the present invention.

FIG. 25 is a side elevation view of an unmanned vehicle according to anembodiment of the present invention.

FIG. 26A is a front elevation view of an unmanned vehicle according toan embodiment of the present invention.

FIG. 26B is a rear elevation view of an unmanned vehicle according to anembodiment of the present invention.

FIG. 27 is a top plan view of an unmanned vehicle according to anembodiment of the present invention.

FIG. 28A is a side elevation view of an unmanned vehicle according to anembodiment of the present invention.

FIG. 28B is a front elevation view of an unmanned vehicle according toan embodiment of the present invention.

FIG. 29 is a schematic overview of a payload control system according toan embodiment of the present invention.

FIG. 30 is a schematic overview of a payload control system according toan embodiment of the present invention.

FIG. 31 is a schematic diagram of exemplary payload signal and powerinterfaces according to an embodiment of the present invention.

FIG. 32 is a schematic diagram of exemplary payload mechanicalinterfaces according to an embodiment of the present invention.

FIG. 33 is a schematic diagram illustrating the six degrees of freedomrelated to the operation of an unmanned vehicle according to embodimentsof the present invention.

FIG. 34 is a schematic diagram illustrating the layout of a buoyancycontrol system for an unmanned vehicle according to an embodiment of thepresent invention.

FIG. 35 is a schematic block diagram illustrating components defining awell deck position control system for an unmanned vehicle according toan embodiment of the present invention.

FIG. 36 is a top view illustrating a semi-submersible launch andrecovery unmanned vehicle according to an embodiment of the presentinvention.

FIG. 37 is a perspective rear view illustrating the semi-submersiblelaunch and recovery unmanned vehicle of FIG. 36 on the surface of thewater.

FIG. 38 is a perspective rear view illustrating the semi-submersiblelaunch and recovery unmanned vehicle of FIG. 36 partially submergedbelow the surface of the water.

FIG. 39 is a perspective rear view illustrating the semi-submersiblelaunch and recovery unmanned vehicle of FIG. 36 during launch andrecovery of a payload object.

FIG. 40 is a more detailed rear view illustrating the semi-submersiblelaunch and recovery unmanned vehicle of FIG. 36 during launch andrecovery of a payload object.

FIG. 41 is a perspective rear view illustrating the semi-submersiblelaunch and recovery unmanned vehicle of FIG. 36 on the surface of thewater after recovery of a payload object and back on the surface of thewater.

FIG. 42 is a block diagram of an autonomous hiding system.

FIG. 43 is a flowchart depicting autonomous hiding decision logic.

FIG. 44 is a flowchart depicting hiding control system logic.

FIG. 45 is a flowchart depicting navigation control system logic.

FIG. 46 is a flowchart depicting orientation control system logic.

FIG. 47 is a flowchart depicting stealth control logic.

FIG. 48 a is a top plan view of a schematic diagram depicting thephysical layout of buoyancy control components according to anembodiment of the invention.

FIG. 48 b is a side elevation view of ballast components of FIG. 48 a.

FIG. 48 c is a side elevation view of floatation components of FIG. 48a.

FIG. 49 is a block diagram of an air distribution controller.

FIG. 50 a is a top plan view of a schematic diagram depicting thephysical layout of thermal signature suppression components according toan embodiment of the invention.

FIG. 50 b is a side elevation view of the thermal signature suppressioncomponents of FIG. 50 a.

FIG. 51 is a schematic depiction of the orientation of the vessel invarious navigation modes.

DETAILED DESCRIPTION OF THE INVENTION

The present invention will now be described more fully hereinafter withreference to the accompanying drawings, in which preferred embodimentsof the invention are shown. This invention may, however, be embodied inmany different forms and should not be construed as limited to theembodiments set forth herein. Rather, these embodiments are provided sothat this disclosure will be thorough and complete, and will fullyconvey the scope of the invention to those skilled in the art. Those ofordinary skill in the art realize that the following descriptions of theembodiments of the present invention are illustrative and are notintended to be limiting in any way. Other embodiments of the presentinvention will readily suggest themselves to such skilled persons havingthe benefit of this disclosure. Like numbers refer to like elementsthroughout.

In this detailed description of the present invention, a person skilledin the art should note that directional terms, such as “above,” “below,”“upper,” “lower,” and other like terms are used for the convenience ofthe reader in reference to the drawings. Also, a person skilled in theart should notice this description may contain other terminology toconvey position, orientation, and direction without departing from theprinciples of the present invention.

As a matter of definition, “mission,” as used herein, refers to anoverarching goal to be achieved through some combination of human,machine, material, and machine assets. “Planning,” as used herein,refers to establishing a hierarchy of logistical and operational tasksto be accomplished using available mission assets, and to be assignedand managed at the appropriate level of abstraction. For example, andwithout limitation, levels of abstraction for asset assignment mayinclude an individual unmanned vehicle being assigned a specific task,an unmanned vehicle sub-group being responsible for a mission sub-goal,and/or a full set of available assets being dedicated to an overallmission goal. Therefore, planning may involve pre-configuring missionsfor each unmanned vehicle as well as mapping and visualizing groups ofunmanned vehicles. “Control,” as used herein, refers to asset tracking,data collection, and mission adjustments accomplished in real-time asexecution of a plan unfolds and as a mission evolves. Control, in thecontext of unmanned vehicle use, may involve selection of deploymentmodes (for example, and without limitation, air, marine, and submarine)and operational timing (for example and without limitation, active, waitat location, and remain on standby).

The furtherance of the state of the art described herein is based onadvantageous employment of the multi-mode capabilities of the multi-modeunmanned vehicle disclosed in U.S. patent application Ser. No.13/470,866 by Hanson et al., which is incorporated in its entiretyherein by reference. The mission planning and control system describedherein applies at least in part to the transit routes of one or moreunmanned vehicles, each of which may be capable of air glide, watersurface (e.g. marine), and sub-surface (e.g., submarine) modes ofoperation. For example, and without limitation, a single unmannedvehicle may transit across multiple modes of operation within a singletransit route, and the respective transit routes of multiple unmannedvehicles across air mode, water surface mode, and sub-surface mode maybe coordinated by the mission planning and control system.

Mission planning and control, as used herein, involves addressing theproblem of accomplishing missions by efficiently and effectivelyemploying some number of unmanned vehicles, each capable of multi-modeoperation, and all coordinated in their actions both temporally andgeographically. A significant portion of mission planning and controlinvolves coordination across large time spans and diverse globallocations. For example, and without limitation, such coordination mayinvolve off-board command and control systems that may communicate andmay integrate with unmanned vehicle on-board systems. Also for example,and without limitation, unmanned vehicles may coordinate with eachother, often in sub-groups, as well as coordinate with other assets.

Referring now to FIGS. 1, 2, and 2A, an unmanned vehicle 100 capable ofoperating in the air, on the surface of the water, and underwateraccording to an embodiment of the present invention will now bediscussed. Throughout this disclosure, the unmanned vehicle 100 may alsobe referred to as a vehicle, an autonomous vehicle, a vessel, or theinvention. Alternate references of the unmanned vehicle 100 in thisdisclosure are not meant to be limiting in any way.

The unmanned vehicle 100 according to an embodiment of the presentinvention may include a vehicle body 105 which may be configured as anaerohydrodynamic wing, which will now be described in greater detail.The vehicle body 105 according to an embodiment of the present inventionmay exhibit the shape characteristics of a catamaran including twoopposing and substantially-parallel sponsons 200 each having a steppedhull 210. The stepped hull design may advantageously increase theefficiency of the unmanned vehicle 100 by providing lower drag andincreased stability at speed. The stepped hull 210 may also enhancemaneuverability of the unmanned vehicle 100. Referring now additionallyto FIG. 2A, the catamaran-style stepped hull 210 additionally may haveshape characteristics that provide aerodynamic stability and control inthe form of a central tunnel portion 250 and a central wing-shapedportion 220 of the vehicle body 105. The wing 220 may be characterizedby a leading edge 221, a trailing edge 223, a port edge 226, a starboardedge 228, an upper surface 222, and a lower surface 224. The twosponsons 200 may be coupled to the port 226 and starboard 228 edges ofthe wing 220, respectively. Each sponson 200 may be characterized by aproximal wall 240 positioned adjacent the centrally-positioned wing 220and a distal wall 260 positioned opposite the proximal wall 240. The twoproximal walls 240 of the sponsons 200 and the lower surface 224 of thewing 220 may define a tunnel 250 through which fluid (for example, andwithout limitation, water and/or air) may pass when the vehicle 100 isin motion relative to the fluid. The central wing-shaped portion 220 ofthe vehicle body 105 may have varying widths according to themission-driven aerodynamic and hydrodynamic characteristics of theunmanned vehicle 100.

Continuing to refer to FIGS. 1, 2 and 2A, aerodynamics of the unmannedvehicle 100 are now discussed in more detail. More specifically, theunmanned vehicle body 105 may be shaped such that opposing lift forcesmay be balanced. For example, top of vehicle 222 lift may be caused bydecreased air pressure resulting from increased air velocity, whileopposing rear of vehicle lift may be caused by increased air pressureresulting from decreased air velocity. An increase in angle of attackmay cause increased vertical lift on the lower surface 224 of the wingdefining the tunnel 250, which may result in an upward force forward ofthe centerline. An increased angle of attack may also cause air flow toslow and pressure to increase under the tunnel 250, which may result inincreased lift with a force vector aft of the centerline. The top andrear lift vectors may result in a balanced lift rather than rotationalforces, so that the vehicle body 105 may move in a controlled fashionalong its central axis. The constrained air tunnel 250 with canards andtrim tabs (described below) at the points where air enters (e.g.,leading edge 221) and exits (e.g., trailing edge 223) may enable goodcontrol of air flow about the vehicle 100 and resulting lift

FIG. 3 summarizes wind tunnel test results 300 for an unmanned vehicle100 characterized by the aerohydrodynamic wing design disclosed above.As illustrated in FIG. 3 , the unmanned vehicle body 105 may achieve alift to drag (L/D) ratio 320 of 4.6 to 5.0 depending on angle of attack,tunnel 250 width, and sponson 200 depth. Test conditions predicted aminimum air speed 350 before stall of 65 knots for the unmanned vehicle100 at a maximum angle of attack, and good horizontal glide control at135 knots (horizontal landing speed 340). Sample field results includedstable laminar air flow at 225 knots and balanced forces (L/Weight,D/Thrust) at 165 knots. Demonstration of an 80 foot drop of the unmannedvehicle 100 resulted in a measured maximum air speed of 55 knots and anangle of attack of 25 degrees.

Continuing to refer to FIG. 3 , the aerodynamic characteristics of theunmanned vehicle 100 are now discussed in more detail by comparison to aNASA orbiter (e.g. Space Shuttle) 310. In one exemplary embodiment, thepresent invention may exhibit the following dimensions:

Weight: 86 pounds

Length: 95 inches (7.92 feet)

Tunnel (wing) length: 90 inches (7.5 feet)

Tunnel (wing) width: 11 inches

Height: 12.5 inches

Total area under tunnel=6.88 square feet

Weight per wing area=12.5 pounds per square foot

For purposes of comparison 310, a representative implementation of theNASA orbiter is known to exhibit the following dimensions:

Weight: 172,000 pounds

Length: 122 feet

Wing span: 78 feet

Height: 59 feet

Wing area=5380 square feet

Weight per wing area=32 pounds per square foot

As shown in FIG. 3 , the present invention comparatively may have aslightly better L/D ratio on approach than the Space Shuttle Orbiter or,also for example, than the Concorde Supersonic Transport (SST).Moreover, the wing surface area to weight ratio 330 on the unmannedvehicle disclosed herein is more than twice as good in terms of wingloading as the ratio achieved by either the Concorde SST or the SpaceShuttle Orbiter.

Those skilled in the art will recognize that the aerodynamiccharacteristics of the unmanned vehicle 100 operated in air mode willdiffer from the hydrodynamic characteristics of the same unmannedvehicle 100 operated in submarine mode. For example, and withoutlimitation, underwater glide dynamics may differ from air glide dynamicsin that water is an incompressible fluid and, therefore, lift/dragcharacteristics may be different when the unmanned vehicle 100 movesthrough water. In this regard, glide characteristics underwater may bedominated by drag characteristics as balanced across the surface area ofthe vehicle body 105, the glide ratio, and the efficiency of changingfrom positive to negative buoyancy. For example, and without limitation,the unmanned vehicle 100 may be configured for sub-surface operationthat may include underwater glide that employs ballast-only motivation,powered thrust, or power-augmented (e.g., ballast and powered thrust).

Those skilled in the art will appreciate that the hull 210 of theunmanned vehicle 100 does not necessarily have to be a stepped hull but,instead, can have any other shape. More specifically, it is contemplatedthat the hull 210 of the unmanned vehicle 100 may be smooth, forexample, or may have any other shape while still achieving the goals,features and objectives according to the various embodiments of thepresent invention.

Referring now back to FIG. 1 , the vehicle body 105 of the unmannedvehicle 100 may carry a plurality of compartments to house propulsionand power components 110, electrical and control components 120, centerof gravity adjustment actuators 130, ballast components 140, andinternally stowed payloads 150. These compartments may be sealed fromeach other by partitions 160 integrated into the vehicle body 105 withsealed electrical and mechanical interconnections 170. All vehiclecompartments are preferably sealed from the external environment byhatches 180 with pressure seals 190 designed for both submarine andatmospheric environments. The plurality of sealed compartments can bepressurized to advantageously allow for deeper submerged (e.g.,submarine) operation, and may be designed to maintain sealed integrityto a submerged depth in excess of one hundred (100) feet. Those skilledin the art will appreciate that each of the above-mentioned componentsdo not necessarily need to be positioned in separate compartments. Theunmanned vehicle 100 according to an embodiment of the present inventiondoes contemplate that the various components may be organized incombined compartments, in one single compartment, in a combination ofcompartments, or in any other configuration. For example, and withoutlimitation, the plurality of sealed compartments may define an on-boardenvironment inside one or more of the sealed compartments, and anexternal environment outside one or more of the sealed compartments.

The present invention may include a sensor system to collect bothvehicle 100 functional systems data and also external environmentaldata. The sensor system may comprise a variable set of sensors of manykinds that collect a wide variety of data from disparate sources, anelectronic communication network over which the sensors may send data,and a data processing and routing system for collected sensor data. Inone embodiment of the present invention, data representing the conditionof components in the on-board environment may be collected by functionalsensors such as the following: Global Position System (GPS), electroniccompass, accelerometers, roll, pitch, yaw orientation, depth, pressure,temperature, voltage, drive train revolutions per minute (RPM),vibration at multiple locations, vehicle humidity, fuel level, andcharge level. External environmental data may be collected by sensorsthat may include a video camera with computer-controlled articulation,zoom and night vision; electro-optical/infrared imaging and an audiosensor. Optional sensors may include, but are not limited to, radar,sonar, chemical and radiation sensors. External sensors may be mountedon a retractable device rack, as described below. Sensor signals may beconnected to a signal multiplexing unit that may provide signalconditioning and routing, and the multiplexing component may beconnected to a sensor data processing subsystem that includes a computersoftware component that may be located in the vehicle's 100 centralcomputer. The sensor system also may include a sensor data storagesystem comprised of digital storage components that may allow for realtime data collection and for latent data processing. The system maycategorize stored data by a number of attributes that may include timeof capture, device, and data type.

Still referring to FIGS. 1, 2, and 2A, the vehicle body 105 may scaleproportionally in three dimensions. The vehicle body 105 according to anembodiment of the present invention may advantageously have a lengthscaling from about 2 feet to 70 feet, a beam from about 10 inches to 15feet, and a depth of about 4 inches to 5 feet. The vehicle body 105according to an embodiment of the present invention can advantageouslyrange in weight from about 5 pounds to 15,000 pounds. Alternatereferences of the vehicle body 105 in this disclosure are not meant tobe limiting in any way. More particularly, any reference to dimensionsabove is meant for exemplary purposes, and not meant to be limiting inany way.

The vehicle body 105 may be constructed of various materials, includingfiberglass, carbon fiber, or aramid fiber, depending on the relativeimportance of prevailing design factors. For example, and withoutlimitation, if lowering construction costs of the unmanned vehicle 100is an important design factor, the choice of fiberglass as the materialfor the vehicle body 105 may reduce the total cost to manufacture theunmanned vehicle 100. In another example and without limitation, if animportant design factor is enhancing strength to weight characteristicsin the vehicle body 105 for the unmanned vehicle 100 to withstandambient air pressures during aerodynamic flight or glide as well as towithstand ambient water pressures when submerged in water to hundreds offeet, the choice of aramid fiber as the construction material for thevehicle body 105 may be desirable. Those skilled in the art willappreciate, however, that the unmanned vehicle 100 according to anembodiment of the present invention may be constructed of any material,and that the materials mentioned above are exemplary in nature, and notmeant to be limiting. According to an embodiment of the presentinvention, a vehicle body 105 constructed of disclosed materials lessthan 0.125 inches thick may exhibit a high tensile strength to counterthe pressures at hundreds of feet under water as well as to support acontrollable low pressure differential across the exterior of thevehicle body 105 during atmospheric flight.

Referring now to FIG. 4 , a propulsion system 400 of the unmannedvehicle 100 according to an embodiment of the present invention will nowbe discussed. The propulsion system 400 may include a combination ofpropulsion control modules 410 and propulsion mechanisms 420 that may,either autonomously or in response to remote controls, propel theunmanned vehicle 100 in the air, on the surface of the water, andunderwater. The propulsion mechanisms 420 may employ vectored thrustmechanisms that may, for example and without limitation, includeturbines and propellers.

Still referring to FIG. 4 , the propulsion system 400 may include apropulsion executive 430, a propulsion registry 440, and a transmissioncontrol module 450. The propulsion executive 430 may accept instructionsfor speed and propulsion type from the navigation executive 470 and maysend control signals to direct the desired propulsion mechanisms 420 toengage using the transmission mechanism 460. The instructions to thepropulsion executive 430 from the navigation executive 470 may be in theform of relative changes to speed, including the ability to reversedirection, as well as to the mode of propulsion. Several different typesof propulsion systems are contemplated for use in connection with theunmanned vehicle 100 according to embodiments of the present invention.Details regarding the several different types of propulsion systems areprovided below.

Referring now to FIG. 5 , an example propulsion mechanism 420 of theunmanned vehicle 100 according to an embodiment of the present inventionis discussed in greater detail. Power supplies for all modes of use ofthe unmanned vehicle 100 may, for example and without limitation,include a variety of motors such as electric 500, diesel 510, turbine520, and nuclear 530. Embodiments of the unmanned vehicle 100 accordingto the present invention may include all or some subset of the hybridpower sources disclosed.

Still referring to FIG. 5 , in some embodiments of the present inventionthe unmanned vehicle 100 operating in marine and submarine modes may usea plurality of propellers 540 or water jets as vectored thrust. Powermay be supplied to propellers 540 by electric motors 500 or by diesel510, turbine 520, or nuclear 530 engines through a computer-controlledtransmission 550. A turbine engine 520 may be substituted for the dieselengine 510. The diesel 510 and turbine 520 engines may be fueled by, forexample and without limitation, common diesel fuel 560, kerosene, andjet-x. The propulsion control system may include an electronic fuelcontrol 570 to regulate the fuel supplied to the diesel 510 and turbine520 engines.

Still referring to FIG. 5 , the unmanned vehicle 100 according toembodiments of the present invention may make use of energy captured instorage cells such as batteries 580. Such storage cells, for example andwithout limitation, may include high power density lithium polymerbatteries or lithium ion batteries. The storage cells may receive energyfrom the electric motors 500 running as generators when the unmannedvehicle 100 is under power from another source such as diesel 510,turbine 520, or nuclear 530 engines. In another embodiment, the storagecells may receive energy from photovoltaic cells 590 that may be mountedto the vehicle body 105 in a variety of mechanical configurations. Suchmounting configurations, for example and without limitation, may includeaxial hinges with actuators to articulate the photovoltaic cells 590outwardly from the vehicle body 105. In one embodiment, the photovoltaiccells 590 may be wired to a computer-controlled power control andregulator module. A computer-controlled switch in the power controlmodule may route power from the photovoltaic cells 590 to sets ofbatteries 580 for recharge depending on the relative charge state of thebatteries 580. The regulator module may monitor and adjust the charge tothe batteries 580 used in the first unmanned vehicle 100 embodiment. Forexample, and without limitation, another embodiment of battery 580recharge may utilize wave motion to accomplish a low-level recharge bymounting a faraday tube along the fore-to-aft axis of the vehicle body105. The faraday tube may be electrically connected to power lines incommunication with batteries 580 through a regulator.

Referring now to FIG. 6 , the ballast system of the unmanned vehicle 100according to an embodiment of the present invention will be discussed.The ballast system, for example and without limitation, may containmechanisms to control the volume of water and air in one or more ballastchambers 600 to advantageously vary the buoyancy of the unmanned vehicle100 while submerged and to support selective submerging and re-surfacingof the unmanned vehicle 100. The ballast system may also be known as thebuoyancy system because the system may provide for the selectivesubmerging and re-surfacing of the unmanned vehicle 100 by varyingbuoyancy. The ballast control mechanism may comprise piping 610 andports 620 to enable the flow of water into and out of ballast chambers600. Electric water pumps 630 may be activated by the ballast controlsystem 640 to control ballast levels which may be monitored by ballastsensors 650. A pressure tank 660 may be vented into the ballast chamber600 and the air flow between the pressure tank 660 and the ballastchamber 600 may be regulated by locking electronic valves 670 that maybe controlled by the ballast control system 64. The pressure tank 660may enable fast evacuation of the ballast chamber 600 and alsoevacuation of the ballast chamber 600 when other means are not availablerapidly.

Ballast ports 680 may be located on the bottom surface of the vehiclebody 105 which may enable water to be fed into the ballast tanks 600when the unmanned vehicle 100 is in motion, which may enable fastsubmersion. A ballast port 680 located on a device rack 690 positionedon the top of the vehicle body 105 may enable water to be routed intothe ballast chambers 600 when the unmanned vehicle 100 is in a top-downposition in the water. Filling the ballast chambers 600 while top-downmay advantageously enable the unmanned vehicle 100 to autonomouslyself-right, both at or below the surface of the water. In anotherembodiment, for example and without limitation, a ballast port 680located on a device rack 690 may allow routing of air or water to theballast chambers 600 and, in so doing, may allow the unmanned vehicle100 to operate underwater without fully surfacing, which may beadvantageous for stealth objectives.

Referring now to FIG. 7 , the center of gravity system of the unmannedvehicle 100 according to an embodiment of the present invention will bediscussed. The center of gravity system, for example and withoutlimitation, may include mechanisms to control the center of gravity ofthe unmanned vehicle 100 along the two perpendicular axes for roll andpitch. The center of gravity control system may include internallythreaded weights 700 which may encase threaded actuator rods 710 thatmay be fixed to rotational bearings 720 on one end and electric motoractuators 730 on the other. The electric motor actuators 730 may becontrolled by the center of gravity control system 740 that suppliespower and signal to the electric motors. Sensors on the linear actuatorsprovide feedback to the center of gravity control system 740 as toposition and speed of motion of the controlled, internally threadedweights 700.

Referring now to FIG. 8 , the pressurization system of the unmannedvehicle 100 according to an embodiment of the present invention will bediscussed. The pressurization system, for example and withoutlimitation, may contain a pressure tank 800 that may be able to holdgaseous material, such as air, at a minimum gas pressure of 500 PSI witha sealed hull of an unmanned vehicle 100 to advantageously enablevehicle body 105 strength-to-weight characteristics during selectiveoperation of the unmanned vehicle in the air, on the surface of thewater, and below the surface of the water. In one embodiment, thepressure tank 800 may be carried within a compartment inside the vehiclebody 105. In another embodiment, the pressure tank 800 may be affixed tothe inside of the sealed hull of the vehicle body 105 which itselfdefines a watertight chamber. Bidirectional seals in the sealed hull maybe applied to any openings, vents, ports, and moving services carried bythe vehicle body 105 to maintain a pressurizable space within theunmanned vehicle 100.

Still referring to FIG. 8 in a further embodiment, for example andwithout limitation, pressurized spaces within the vehicle body 105 mayvent 801 via piping to the exterior of the vehicle body 105. In oneembodiment, for example and without limitation, the piping lines may bevented to the vehicle body 105 exterior through the device rack 690. Ina further embodiment, for example and without limitation, anelectrically actuated air pump 802 capable of transferring air into thepressure tank 800 may be connected to an air port via piping line thatmay employ locking electronic valves 803 to regulate the intake of airthrough an air port and into the pressure tank 800.

Still referring to FIG. 8 in a further embodiment, a locking electronicvalve 803 that is in the “normally closed” position may be connected toa piping line that may connect to the pressure tank 800 and may vent 801inside the vehicle body 105. In a further embodiment, for example andwithout limitation, a locking electronic valve 803 that is in the“normally closed” position may be connected to a piping line that mayvent 801 air from inside the vehicle body 105 to the vehicle body 105exterior. All internal compartments in the unmanned vehicle 100 may beconnected via piping lines to both external vents 801 or to internalvents between compartments.

Continuing to refer to FIG. 8 , pressure sensors 804 may be affixedinside the vehicle body 105 and external to the hull of the vehicle body105 and may send internal and ambient pressure information to thepressurization control system 805. The pressure control system 805 maybe a set of software programs running on a set of microprocessors thatmay have control algorithms that may receive inputs from the sensors 804previously mentioned, may calculate the differential pressure, and mayproduce outputs to the pressure valve 803 actuator and the air pump 802.The navigation control system (described in more detail below) maycontain logic that may determine the optimal pressure differential setpoint and may send this information in the form of digital instructionsacross a computer network to the pressurization control system 805. Thepressure control logic may send control signals to actuator controllersthat operate the air pump 802 and relief valve 803.

To increase the internal pressure in a pressurized compartment insidethe vehicle body 105, the pressure relief valve 803 from the pressuretank 800 may be opened. To decrease the internal pressure in apressurized compartment inside the vehicle body 105, the pressure reliefvalve 803 between the compartment inside the vehicle body 105 and theenvironment external to the vehicle body 105 may be opened. In bothcases, a control algorithm in the pressurization control system 805 maydetermine the frequency and duration of opening and closing the pressurevalves 803.

A pressure sensor 804 may monitor the pressure tank 800 and may sendthis signal periodically to the pressure control system 805. When thepressure in the pressure tank 800 may fall below a given level, as maybe configured in the pressure control system 805 logic, the pressurecontrol system 805 may issue a request to pressurize to the navigationsystem which, in turn, may issue a request to pressurize to theoff-board mission control and on-board control system master. Thesesystems may have logic and configurations that may determine whenpressurization may be authorized. When pressurization is authorized,instructions are sent to the pressurization system to pressurize.

Referring now to FIGS. 9 and 10 , the control surfaces 900 of theunmanned vehicle 100 according to an embodiment of the present inventionwill be discussed. In one embodiment of the present invention, controlsurfaces 900 may be affixed to the vehicle body 105 to advantageouslysupport physical maneuvering of the unmanned vehicle 100 in the air, onthe surface of the water, and below the surface of the water. Thecontrol surfaces 900, for example and without limitation, may becomprised of forward canards 905, rear trim plates 910, and rudders 230,all of which may be affixed externally to the vehicle body 105. In oneembodiment, for example and without limitation, a rudder 230 may bemounted on a strut that may be positioned substantially near the sternof the vehicle body 105. The unmanned vehicle 100 may also includepropeller thrusts 920 which may be vectored.

Still referring to FIGS. 9 and 10 , electronic position sensors 1010 maybe attached to each control surface 900 and position signals may berelayed to the control surface control system 930, which may applycontrol logic to determine desired control surface 900 adjustments. Inone embodiment, each of the control surfaces 900 may be independentlyarticulated by electric motor actuators 1000 in response to controlsignals received by that control surface 900 from the control surfacecontrol system 930. For example and without limitation, the frontcanards 905 may articulate independently in two directions for a maximumroll condition, and the rear trim tabs 910 may also articulatebi-directionally.

Referring now to FIGS. 11 and 12 , the device rack of the unmannedvehicle 100 according to an embodiment of the present invention will bediscussed. The device rack, for example and without limitation, mayinclude a retractable mount 1100 that may articulate from the vehiclebody 105 and that may hold sensors 1200, communication antennae 1210,and a ballast port 680. In one embodiment, for example and withoutlimitation, mounting points including mechanical, power and signalmounts may be provided at the device rack for sensors 1200 andcommunication antennae 1210. In another embodiment, ballast ports 680may be located on either side of the retractable mount 1100, to whichelectric wiring and ballast piping may be routed from inside the vehiclebody 105 through pressure sealed bulkheads. The device rack may beconstructed of various materials including, for example and withoutlimitation, aramid fiber as an outer cover which may be disposed over analuminum tube frame.

Still referring to FIG. 11 , in one embodiment, for example and withoutlimitation, the device rack may be actuated by electric motors undercomputer control such that the device rack can be retracted into a “downposition” 1110 which may present the least drag and visibility of theunmanned vehicle 100. In another embodiment, for example and withoutlimitation, the device rack may be actuated by electric motors undercomputer control such that it can be extruded into a full “up position”1120 which may present better surveillance, communication, and ballastreach. In one embodiment, for example and without limitation, theretractable mount 1100 may be actuated in the form of a lever arm thatmay, to accomplish articulation and retraction, swing rotationally abouta hinge that may be fixed at a mount point located substantiallyadjacent to the surface of the vehicle body 105. In another embodiment,for example and without limitation, the device rack may be actuated inthe form of a telescoping member that may extrude and retract in avector substantially perpendicular to the member's deployment point onthe surface of the vehicle body 105. A person of skill in the art willimmediately recognize that the operational value of the multi-modevehicle 100 may be largely dependent on the payloads the vehicle 100 maycarry and how effectively those payloads may be made usable toconsumers. Common payloads include various sensors (e.g., cameras,sonar), communications units (e.g., radios) and electronic devices (e.g.electronic warfare). Such payloads come in many shapes, sizes, powerrequirements and interfaces, as well as environmental ruggednesscharacteristics. The unmanned vehicle 100 of the present invention mayadvantageously present a general purpose platform configured tointegrate many different payloads. Consumers and/or payload providersmay have a need to quickly integrate different sensors into an unmannedvehicle 100.

In certain embodiments of the present invention, the unmanned vehicle100 may be configured to carry varying types and amounts of payload inone or more operational modes, including on the surface of water,underwater, and in the air. For example, and without limitation, thevehicle 100 may be configured to carry such payloads internal to thevehicle body (e.g., internally stowed payload 150 in FIG. 1 , asdescribed above). Also for example, and without limitation, the vehicle100 may be configured to augment the basic hull structure and to receivea mountable payload deck to advantageously provide additional payloadcapacity, as described in more detail below.

Referring now to FIG. 13 , the payload deck of the unmanned vehicle 100according to an embodiment of the present invention will be discussed.The payload deck, for example and without limitation, may providemounting points for an interchanging payload deck 1300. In oneembodiment, the mounting points may include mechanical mountingmechanisms 1310, power connections 1320, and signal connections 1330.Connections and mount points may be fully, hermetically sealed forunderwater operation of the unmanned vehicle 100. The vehicle body 105may be itself fully sealed and may operate without a payload deck. Inone embodiment of the present invention, a payload deck may carryauxiliary solar panels 1340 for electrical recharge and may contain flatform factor batteries 1350 that may provide auxiliary power which mayadvantageously extend the operational duration of the unmanned vehicle100.

Although FIG. 13 demonstrates the unmanned vehicle 100 having thecapability to interchange payload decks directly on the vehicle body105, the unmanned vehicle 100 may also, for example, and withoutlimitation, include a towing apparatus for towing external payloads. Forexample, and without limitation, towable payloads may include transportsleds for people, material, and fuel. Such a towing apparatus maysupport power and signal connections to the unmanned vehicle 100 towhich the apparatus is engaged, permitting advantageous employment ofauxiliary towable payloads such as, for example, and without limitation,solar sleds to extend running time and sensor arrays to hunt minesand/or submarines. A towable sled, like the unmanned vehicle 100 withwhich the sled may be deployed, may be configured to operate underwateror on the surface of water, which may be advantageous for missionsconducted in dangerous or contested environments where stealth or cover(underwater) is important.

In one embodiment of the external payload towing feature, a MobileUnmanned Target Practice System may be characterized by mission planningand control instructions advantageously operating some number ofunmanned vehicles 100, each configured with a towing apparatus and atowing sled. Current manned methodologies for positioning, simulating,and assessing military targets limit deployment options and practicelocations. The unmanned target practice system described herein mayadvantageously enable target practice to be done in an expanded range ofconditions and locations, allowing for more “organic” target practice.For example, and without limitation, such a target practice system maycomprise unmanned vehicles 100 equipped with control systems andmechanical configurations for towing and releasing targets as externalpayloads. Such towable targets each may be configured with retractablecenter keels for stability in a surface water environment. The towabletargets may also feature retractable target flags. Alternatively, or inaddition, towable targets may also be configured as radio-controlledtarget vessels. For example, and without limitation, an unmanned vehicle100 may be configured as a “relay station” to remotely operate somenumber of radio-controlled target vessels.

Referring now to FIG. 14 , the payload deck, for example and withoutlimitation, may provide mechanical, power, and signal connectivity foran additional form of propulsion that may be supplied by a retractablehard sail affixed to an interchangeable payload module. In oneembodiment, for example and without limitation, two hard wing sails 1400with central masts 1410 may be mounted on horizontal cylinders 1420 thatmay rotate and may be driven by electric motor actuators 1430. The hardwing sails 1400 may have an aerodynamic wing shape 1440 that may provideadditional lift when the unmanned vehicle 100 sailing upwind on thesurface of the water. The hard sails 1400 may be rotated around the axisof their mounting mast 1410, which may be accomplished by splitting themasts 1410, articulating the sections independently, and mountingelectric motor actuators 1480 between mast sections 1410. The hard sails1400 can be rotated in two axes and stowed in the payload bay in ahorizontal position 1490. Position sensors may be mounted on theactuators between mast sections 1410 that may be connected to thenavigation control system through a wiring connection that may runthrough bulkhead connectors between the payload deck and the vehiclebody 105.

Still referring to FIG. 14 , for example and without limitation, solarpanels 1450 may be affixed to the outer surfaces of the hard sails 1400which may provide solar recharge capability. The solar panels 1450 maybe connected to the payload electrical system which may be connected tothe vehicle electrical power system through a bulkhead connector betweenthe payload deck 1460 and the vehicle body 105. Additional solar panels1470 may be mounted in the bed of the payload deck for additional solarenergy collection and also may be connected to the vehicle electricalpower system. In other embodiments, the payload deck, may providemechanical, power, and signal connectivity for payload modules that mayprovide auxiliary capabilities in the form of, for example and withoutlimitation, wind energy collectors, video surveillance, and weaponssystems.

As described above, the device rack and/or payload deck may providemechanical, power, and signal connectivity for any number ofinterchangeable payload modules and/or auxiliary mounts. In this manner,the unmanned vehicle 100 may be outfitted with working appendages ofvarious form and function. Such appendages may advantageously provideutility in multiple modes, as the appendages may be integrated with thebody 105 of the unmanned vehicle 100 so that unmanned vehicle 100 mayoperate effectively in the air, on water, and underwater. Suchappendages may be configured with specialized capabilities (e.g.,magnetic, telescopic) or specialized tools, depending on the needs of aparticular mission.

In one embodiment, for example and without limitation, the payload deckmay support a single (e.g., “simple”) arm and gripper, which may bepositioned in a substantially-central payload bay (e.g., interiorcompartment) of the unmanned vehicle 100, which may be advantageous interms of reach capability. In another embodiment, the payload deck maysupport a “bat wing” configuration, which may be defined as twoappendages each characterized by a shoulder, some number of arms, andsome number of grippers. For example, and without limitation, a bat wingappendage configuration may include two appendages attached,respectively, to each side of the unmanned vehicle 100, and each havinga “shoulder” mechanism that may support motion with three degrees offreedom. Each appendage may also include arm sections having connecting“elbows,” and each elbow may support motion with either two or threedegrees of freedom. Each appendage may also include hand sections, eachof which may have gripping/holding capability and may support motionwith three degrees of freedom at a “wrist.” Also for example, andwithout limitation, each appendage may comprise a flexible, thin filmmaterial positioned between the arm sections that form wings that may bemade of (or, alternatively, coated with) thin-film solar. Advantages of“bat wing” design for use with a multi-mode unmanned vehicle 100 is thatthe design may provide efficient retraction and storage for surfaceefficiency, increased wing surface for air or sub-surface gliding, solarenergy harvesting either in water surface mode or slightly sub-surface,and wind propulsion in water surface mode.

A person of skill in the art will immediately recognize that employingthe unmanned vehicle 100 to carry heavy payloads, as in the examplesillustrated in FIGS. 13 and 14 and subsequently described above, thevehicle 100 may be expected to experience increased displacement in thewater. To counteract the negative impact on performance that increaseddisplacement may cause, the hull design shown and described above forFIGS. 1-3 may be advantageously altered to include an additionalsponson.

In one embodiment of the present invention, as illustrated in FIG. 24 ,a center sponson 2410 may be added to the hull structure of the vehicle100 (hereinafter referred to as vehicle embodiment 2400) and may becentrally positioned between the two existing sponsons 200 toadvantageously increase payload carrying capacity for the vehicle 2400overall. More specifically, the center sponson 2410 may createadditional lift through increased displacement and upward force fromwater flow as the center sponson 2410 moves forward through water. As adirect consequence of this upward force, high performancecharacteristics may be maintained because, as speed increases, thevehicle 2400 may lift onto the primary port and starboard sponsons 200which may advantageously remove drag that may be caused by theadditional surface area introduced by the center sponson 2410.

Still referring to FIG. 24 , the front of the sponson 2410 toward thebow of the vehicle 2400 may be characterized by a deep V-Hull shape2420. As the sponson 2410 transitions aft, the sponson 2410 may flattenout to a low deadrise hull and pad bottom 2430. The center sponson 2410so designed may advantageously provide additional lift when operating onthe surface of water because the sponson 2410 may provide displacementthat increases as it descends below the water line. The angle and shapeof the center sponson 2410 may provide lift as water flows across itfrom bow to stern of the vehicle 2400. On either side of the centersponson 2450, a gap 2450 may be defined between the center sponson 2410and each side sponson 200 (port and starboard). This gap 2450 may definepart of the tunnel 250 (as described above, except necessarily split bythe center sponson 2450 into two generally parallel tunnels) that mayallow for air flow and lift at higher speeds in such a way as toadvantageously maintain good high speed performance of the vehicle 2400.

Referring to FIGS. 25, 26A, and 26B, additional characteristics of thesponson 2410 of the vehicle 2400 are now described in detail. Forexample, and without limitation, the center sponson 2410 may define aninclined plane as it moves aft (e.g., progress from first point 2410through second point 2510 to third point 2430), which may advantageouslyprovide lift in addition to displacement of the sponson 2410 whenvehicle 2400 is moving. Viewed from front to rear of the vehicle 2400,the sponson pad may be above the port and bow sponson portion relativeto water line (2610 such that at high speeds, the sponson 2410 mayremain above the water line. The design of the sponsor 2410 is such thata gap 2620 may be maintained on either side of the center sponson 2410to advantageously allow air flow and lift which may advantageouslymaintain stability with low drag. The gap 2610 may be sized relative tototal tunnel volume and tunnel width (2630).

In another embodiment of the present invention, as illustrated in FIG.27 , outboard extensions 2710 may be added to the hull structure of thevehicle 100 (hereinafter referred to as vehicle embodiment 2700) on bothport and starboard sponsons 200 to advantageously increase payloadcarrying capacity. In yet another embodiment, the sponson extensions2710 may be removable. In yet another embodiment, the extensions 2710may be part of the base hull mold. The addition of sponson extensions2710 may increase the displacement of the vehicle 2700 at low speeds aspayload weight increases. The addition of the extensions 2710 outboardof the current vehicle 100 profile may advantageously add roll stabilityat low off-plane speeds while maintaining good high performancecharacteristics because a) as speed increases, the sponson extensions2710 may rise up causing less surface contact and therefore less drag,and b) the center tunnel configuration 250 configured to control airflow and lift may be maintained. The sponson extensions 2710 may exhibitminor air drag effects at very high speeds.

For example, and without limitation, the sponson extensions 2710 mayexhibit one or more of the following characteristics:

(1) positioned equilaterally port and starboard;

(2) constructed of the same aramid material as the vehicle hull (e.g.,carbon fiber);

(3) shaped to follows the hull contour;

(4) each external sponson 2710 may runs aft and terminate where thevehicle transom begins (i.e., stepped hull shape ends);

(5) the front of each extension sponson 2710 may begin just aft of thevehicle sponson bow rake (i.e., where the sponsons flatten out);

(6) in one embodiment, sponson extensions 2710 may be removable (e.g.,affixed to the hull with water proof bolt assemblies);

(7) in another embodiment, external sponsons 2710 may be made as part ofthe hull mode (e.g., permanent);

(8) the external sponson width may be adjusted depending on the payloadweight;

(9) the external sponson width may vary in width asymmetrically to allowfor more displacement where the payload is located;

(10) the starboard external sponson 2740 may be characterized by throughports 2730 that may allow water to flow freely between it and thestarboard main sponson (e.g., this feature may advantageously facilitatefor self-righting of the vehicle 2700).

Still referring to FIG. 27 , and referring additionally to FIGS. 28A and28B, additional characteristics of the sponson extensions 2710 of thevehicle 2700 are now described in detail. For example, and withoutlimitation, the bottom of the external sponson 2710 starts above theexternal “water line” step 2880 that is longitudinal along the hull 200.The aft end of the external sponson 2710 may terminate where the transombegins 2740 and may not overhang the stepped portions of the hull. Thewidth 2890 of the external sponson 2710 may be variable depending onpayload weight. A port location 2710 that allows water flow betweenstarboard external and internal sponsons 2710 may be necessary forself-righting. (Not shown: a port side water port may be added to enableunderwater multi-mode operation.)

Referring now to FIG. 15 , the navigation control system 1500 of theunmanned vehicle 100 according to an embodiment of the present inventionwill now be discussed in more detail. The navigation control system1500, for example and without limitation, may act as the on-boardgovernor of the speed, direction, orientation, mode and propulsion typefor operation of the unmanned vehicle 100. Navigation of the unmannedvehicle 100 includes both underwater and air glide capabilities astransit route alternatives. Underwater activity may include powered orun-powered operation (e.g., underwater glide). Advantageous underwateractivity may include “sit and wait,” “power through,” or “glide until.”Advantageous air activity may include air drop into high seas, which mayinvolve picking an angle of entry and direction of entry that may bebest matched to prevalent wave patterns. Examples of advantageous use ofthe multi-mode navigation capabilities described above may includepatrolling coastal areas in the surf zone, navigating through stormconditions, air drop search and rescue in heavy seas, optimizing energyuse through all seas states, and surfing (riding) waves to save energy.Other advantageous uses of the capabilities described above may involveunderwater current vectoring and may include merging with (riding)underwater currents for motion, avoiding underwater currents that opposenavigation direction, and exploiting underwater thermals.

In one embodiment, for example and without limitation, the navigationcontrol system 1500 may order functional responses from a navigationexecutive 470, control surfaces 900 and control surfaces control system930, propulsion executive 430, ballast control 640, and center ofgravity 740 subsystems. The multi-mode navigation control system 1500may enable the unmanned vehicle 100 to operate on the surface of thewater, submerged underwater, and in controlled glide or flight in theair by coordinated computer control of the vehicle control surfaces 900,ballast 640, center of gravity 740 and mode of propulsion 430 accordingto logic and sensor input that may be matched to the operatingenvironment in which the unmanned vehicle 100 may be operating. Thecomputer-controlled subsystems for each control activity may beconnected in a computer network which may enable communication betweeneach control subsystem and coordination by a control executive.

For example, and without limitation, navigation directives may originatefrom a mission control system 1505 when all systems may be operatingnormally, or from the on-board master control system 1510 in the eventof an exception condition, for example, if the mission control system1505 may be not operating reliably or if a critical subsystem may beoperating abnormally. The navigation executive 470 may translateinstructions for consumption by each subsystem. The navigation executive470 includes a navigation sub-systems registry 1520 by which it mayregister and store information about the navigation subsystems that maybe available on the unmanned vehicle 100, including the signal formatand semantics by which instructions may be communicated to them.

As mentioned above, the navigation control system 1500 of the presentinvention may control navigation and orientation of the vehicle 100 inmultiple modes. This capability may be exemplified by the ability tomaintain direction and stability at speeds of typically between 100 to200 knots on the surface of the water, orientation and depth controlunderwater, and controllable glide and flight paths in the air. Theability to control navigation and vehicle 100 orientation in multiplemodes may be achieved by autonomous computer control of vehicle controlsurfaces 930, ballast control 640, and vehicle center of gravity control740. The control systems of all three of these elements may themselvesbe under coordinated control by the multi-mode navigation control system1500. Further, the multi-mode navigation control system 1500 may controlpropulsion 400 which also may affect vehicle 100 orientation incombination with the other navigation systems. The systems that controlthese elements may employ computer-controlled actuators and feedbacksensors for closed loop real-time control.

For example, and without limitation, the multi-mode navigation controlsystem 1500 may include optimization instructions regarding speed andorientation. The orientation control function of the navigation controlsystem may calculate the optimal changes in control surfaces 900 andcenter of gravity 740 and may send instructions to the navigationexecutive 470 which may issue instructions to the control surfacecontrol system 930 and the center of gravity control system 740. Avelocity control function of the navigation control system 1500 maycalculate propulsion required and may send the signal to the propulsioncontrol system 430 via the navigation executive 470. A flight controlfunction of the navigation control system 1500 may enable powered flightand aerodynamic gliding.

For example, and without limitation, the mission control system 1505 maysend instructions to the navigation executive 470 of the multi-modenavigation control system to initiate a mission segment that has anenvironmental mode of “air glide to water entry.” The navigationexecutive 470 may, in turn, send instructions over a computer network orinternal computer bus to activate the flight control function of thenavigation control system 1500 and to prompt other subsystems to becomeslaves to the flight control function of the navigation control system1500. The flight control function may monitor sensor input for altitude,orientation (e.g., roll, pitch, yaw) and speed, and may send controlinstructions to the control surfaces control system 930 and the centerof gravity control system 740. The flight control system may storeparameters for optimal orientation and speed characteristics of thevehicle 100 and may also contain logic to operate the control surfaces900 and center of gravity 740 accordingly. Altitude and infrared sensorinput may be fed to the navigation executive 470 that may indicateapproach to the water surface. As this approach occurs, the navigationexecutive 470 may issue new instructions to the flight control functionof the navigation control system 1500 as to optimal orientation forentering the water, and the flight control function may issueinstructions based on stored logic to the control surfaces 930 andcenter of gravity control 740 systems to achieve the optimal vehicle 100orientation. Acceleration, temperature, and pressure sensor data may befed to the navigation control systems 1500 that indicate water entry.

When water entry occurs, the navigation executive 470 may sendinstructions to the flight control function of the navigation controlsystem 1500 to shutoff and may initiate logic for underwater operationthat may determine characteristics to achieve stable orientation of thevehicle 100 underwater. Instructions may be sent to the control surfaces930, center of gravity 740, and ballast control 640 systems for thispurpose. Also, the navigation executive 470 may send an electronicmessage over the computer network to the mission control system 1505signifying that the vehicle 100 has entered and is under the water. Themission control system 1505 may store information that indicates thenext mission segment and may also contain logic to translate the segmentinformation into environmental mode of operation, speed, orientation,direction and duration. The mission control system 1505 then may sendinstructions pertaining to navigation characteristics of the nextsegment back to the navigation executive 470. For example, and withoutlimitation, the next segment may be water surface operation at 15 knotswith a specified directional heading.

Also, for example and without limitation, the navigation executive 470may execute logic for surfacing the vehicle 100 that includesinstructions to the control surfaces 930, ballast 640, and center ofgravity 740 systems. Depth, pressure, temperature and directional sensorinput may be fed to the navigation executive 470 and, as the vehicle 100surfaces atop the water, the navigation executive 470 may select thepropulsion mode and may initiate propulsion according to configurationparameters stored in computer memory. Speed and direction instructionsmay be issued by the navigation executive 470 to the propulsion controlsystem 400 and control surfaces control system 930. Each of thesesystems may accept sensor inputs, the propulsion system 400 may controlthe propulsion mechanisms to the determined speed, and the controlsurfaces control system 930 may operate the control surfaces 900 toachieve the instructed orientation.

When an unmanned vehicle 100 is autonomously navigating between twopoints in a transit route, the navigation control system 1500 maygenerate directives to other on-board control system components tochange speed and direction based on detected wave activity. Thenavigation control system 1500 may analyze the wave activity andautonomously adjust the transit route to achieve best speed, energyefficiency, and/or vehicle safety (e.g., least likely to overturn).Alternatively, or in addition, the on-board control systems (includingthe navigation control system 1500) may accept instructions from aremote-control station that may notify the unmanned vehicle of weatherand/or sea state conditions in order to equip the navigation controlsystem 1500 to select the best mode of vectoring. In one embodiment, thenavigation control system 1500 may be put in a “maximum endurance” mode,which may comprise executing algorithms to exploit the most efficientuse of the propulsion systems 430 that the vehicle 100 has on board. Ina preferred embodiment for endurance, such a configuration may includewind sail propulsion 1400, current propulsion, underwater glidepropulsion, and solar recharge 1450. In such a hybrid-propulsionconfiguration, the time endurance of the unmanned vehicle 100 may bevirtually unlimited from a motive power standpoint.

For example, and without limitation, water current external to thevehicle 100 may be determined by the navigation control system 1500 frommaps and algorithms, and sensors for wind speed and direction may beactivated by the navigation control system 1500 to perform datacollection. The navigation control system 1500 may be configured withalgorithms to choose the most effective path segments and overall planfor minimum energy consumption. For example, and without limitation, ifthe vehicle 100 is proximity to an ocean current moving from west toeast, and also to a prevailing wind moving in substantially the samedirection, the navigation control system 1500 may choose a path to tackup wind generally in a westerly direction, and then ride the current inan easterly direction without aid of wind to maximize the time of thepath on current propulsion. Alternatively, or in addition, missioncontrol system 1505 algorithms may determine that underwater glide modeis the most desirable mode with the current for surveillance reasons. Inthis case, the unmanned vehicle 100 may sail east to west on thesurface, and then glide underwater west to east. In this mode ofoperation, very little energy may be consumed and, with solar recharge1450, the unmanned vehicle 100 may actually experience a net gain inenergy over this path. Employing the systems and mechanisms describedabove, the navigation control system 1500 may advantageously accomplishautonomous navigation of the unmanned vehicle 100 through various seastates for “fastest, cheapest, safest” patterns, that may include bothsurface and sub-surface patterns, and that also may include air-droppatterns of entry into an operational environment.

Referring now to FIG. 16 , the on-board control system 1600 of theunmanned vehicle 100 according to an embodiment of the present inventionwill now be discussed. The on-board control system 1600 may comprise anon-board master control subsystem 1510, for example and withoutlimitation, that may exercise local authority over all command, controland communications related to operation of the unmanned vehicle 100. Inone embodiment, for example and without limitation, on board controlsystem 1600 may interact with additional subsystems that may include amission control system 1505, multi-mode navigation control system 470,propulsion and power control system 1610, device rack control system1620, payload control system 1630, communication control system 1640,sensor control system 1650, as well as a perception-reaction system1605, self-test and operational feedback control system 1660, life cyclesupport and maintenance system 1670, and external system interactioncontrol system 1680. The on-board master control system 1510 may enablemulti-mode operation, autonomous operation, and remote manual control ofthe unmanned vehicle 100.

In one embodiment, for example and without limitation, the on-boardmaster control system 1600 of the present invention may be comprised ofsoftware programs that may reside on computer storage devices and may beexecuted on one or more microprocessors also referred to as centralprocessing units (CPU). Inputs to these software control modules mayoriginate as instructions that may be sent from other on-board controlsystems, as instructions that may be generated from off-board controlsystems and communicated to on-board systems, and as sensor data inputthat the control programs may monitor. The output of the softwarecontrol programs may be digital control signals that may be translatedto electronic control signals that may be consumable by motor-controlledactuators that may operate the mechanical components of the unmannedvehicle 100. Software control module outputs also may be connected to acomputer network on the unmanned vehicle 100 and all control modules maybe connected to a computer network onboard the unmanned vehicle 100.

The unmanned vehicle 100 according to embodiments of the presentinvention may be configured for rapid integration of various sensors byemploying a “plug-in” design approach where interfaces exposed to thesystems of the vehicle 100 may be standard and where interfaces exposedto the sensor are variable. The sensor interface may be translated to astandard system 100 interface which may allow the sensor to be “pluggedin” to the vehicle's 100 system. This general approach to interfaces maybe implemented on several levels and may apply to the following:

(1) Mechanical mounting points;

(2) Signal and Power connections;

(3) Logical interfaces;

(4) Data processing schemes; and

(5) Communication schemes.

Certain embodiments of the present invention may provide one or more ofthe following advantages:

(a) enablement of rapid swapping of many different payloads in thefield;

(b) presentation to payload providers of a readily available integrationplatform (resulting in shortened development cycles on the order of daysand weeks rather than weeks and months).

As described in more detail below, mechanical interfaces, which includesignal and power connectors as well as mounting points may be embodiedas part of an enclosure that is resistant to the multi-mode environment.A number of embodiments of payload enclosures exist that vary in size,shape and mounting locations within the vehicle 100 that accommodatevarious sensor interfaces and which adhere to the standard vehicle 100interfaces so that they may be “plugged in”. Also, as described below,“payload control” may be integrated with mechanical, signal and powerinterfaces and may be extended to include communications control anddata processing control. Referring to the system block diagram from theoriginal provisional patent, the architecture is the same and supportsthe “plug-in” model.

As described above, the on-board control system 1600 may further includethe payload control system 1630 that, more specifically, may enablecontrol of a wide variation of payloads and may coordinate the payloadbehavior with the behavior of the vehicle 100. For example, and withoutlimitation, payload components may include sensor arrays, roboticdevices, unmanned aerial vehicles (launch and recovery), and energysources such as solar arrays. In certain embodiments of the presentinvention, the payload control system 1630 may manage multiple payloadssimultaneously. A person of skill in the art may immediately recognizethat the design and operation of the payload control system 1630 may besimilar to the design and operation of the device rack control system1620, except that the former 1630 may allow for multiple unknownpayloads.

Referring now to FIG. 29 , a schematic of an embodiment of the payloadcontrol system 1630 will now be discussed in detail. The payload controlsystem 1630 may include a payload control executive 2902, individualpayload component control modules 2903, and a payload communicationmodule 2904. The payload control modules 2903 and payload communicationmodule 2904 may be operably connected to individual payloads 2907. Usingthe payload registry 2906, the payload control executive 2902 mayregister the payload, the payload devices, the corresponding controlmodules 2903 and information about how to communicate 2904 to eachpayload module 2903. The payload control executive 2902 may receivesignals from sensors and instructions from system control components asto desired operation of the payload and information requested from thepayload. For example, and without limitation, the payload 2907 mayinclude a high-resolution video camera with articulation and zoomcapabilities and its own control actuators and signal processing. Themission control system 1505 may issue instructions to the payloadcontrol executive 2902 to turn the camera on and point it in aparticular orientation and/or with a particular zoom level. The missioncontrol system 1505 may issue instructions as to the routing andprocessing of the video information collected. The payload controlexecutive 2902 may translate the instructions received from the missioncontrol system 1505 into instructions and signals the video cameracontrol system can use. Additionally, the payload control executive 2902may route and translate signals from the vehicle sensors to the cameracontrol system. In this case, the camera control system may be providedorientation of the vehicle 100 such that it could actuate the videocamera in accordance with the instructions. The video camera data outputwould be collected and routed in accordance with the mission controlsystem 1505 instructions.

Referring additionally to FIGS. 30, 31, and 32 , the following terms aresignificant to rapid payload integration as advantageously provided bythe present invention:

Payload Enclosure: A payload 3110 may be housed in a payload enclosure3210 with standard connection 3130, 3180 and mechanical characteristics3230 as described above. While the signal connection 3140, 3150 andpower connection 3160, 3170, as well as internal mounting schema may bestandard, the actual size, shape and external mounting characteristics3240 may vary depending on location within the vehicle 100 and physicalrequirements of the sensor. In addition to providing uniform interfaces,the payload enclosure of FIG. 32 may provide protection from themulti-mode environment, and primarily protection from water incursion.For example, and without limitation, this protection may be accomplishedwith standard pressure seals 3260 and enclosures 3220 designed for thevehicle 100 environment. The payload enclosure of FIG. 32 mayaccommodate varying physical characteristics, such as clear viewingapertures 3250 for cameras and below deck mounting for heavyelectronics. The following interface descriptions relate to the payloadenclosure (FIG. 32 ) and connections to it.

Signal Interface: A payload 3110 may be housed in an enclosure 3210,3220 with standard interfaces for power 3180 and signal 3130. Examplesof standard signal interfaces connections may include USB, Ethernet,Serial (DB9) and a GIO (General 10) connection interface with standardpin configurations. These standard signal interfaces may be connected toone side of a water resistant, pressure rated bulkhead connector 3140,3160 on the inside of the enclosure 3210, 3220. On the outsideinterface, the quick connect style connector 3140, 3160 may be connectedto a wiring harness 3150, 3170 with known signal mapping to the internalsignal inputs that may be, in turn, connected to the vehicles 100mission control system 1505 and/or known, identified input locations.

Communications Interface: To accommodate payloads 3110 that require anindependent communication channel, there may be internal connections inthe enclosure for antennae connections. On the outside interface,environment-proof connectors 3140, 3160 may be connected to a wiringharness 3150, 3170 that may terminate at locations where antennae may besecured to the hull of the vehicle 100.

Power Interface: Inside the enclosure (FIG. 32 ) may be another set ofstandard interfaces for power 3180, 3190, which may feature heaviergauge wire for power transmission. Multiple sets of plus and minuspaired connections 3180 may be available for various voltages and groundconnection. These connectors 3180 may be joined via a bulkhead connector3160 that may be environmentally resistant and rated for the power to becarried. On the outside interface, the quick connect style connector3160 may be connected to a wiring harness 3170 that may be on adigitally controlled relay that may turn power off and on as needed tothe payload 3110. This digitally controlled relay may be controlled fromthe payload control system 1630.

Mechanical Mounting: Inside the payload enclosure 3210, 3220 may be anumber of standard internally threaded standoffs to which the payload3110 may be secured. For example, and without limitation, thesefasteners may take the form of directly bolting the payload 3110 to theinside of the box or fastening the payload 3110 to an intermediary plateor container that may then be fastened to the standard mounting points3230.

Logical Control: As an extension to the original plug-in design of thepayload control system 1630, advantages compared to the known artinclude configurable components for handling communication paths, dataprocessing of payload generated data, power management of payload powerand remote control of the payload. Remote control of the payload may beautonomous logic or direct operator control. The mechanism for this maybe described as follows:

Each payload type may be registered with the payload control system1630. Part of the registration may include a configuration of theparticular payload 3110. This configuration may be read when the payload3110 is initiated and may include directives as to which components andlogic apply to the payload 3110. When a payload is installed on thevehicle 100, it may be registered and configured as “installed”. Whenthe payload control system 1630 initiates its control sequence, it mayinitiate the installed payloads according to the configured logic setand may report initiation status.

Once initialized, the payload control system 1630 may run continuouslyand may execute according to logic and according to remote operatorcontrol. The mechanisms for remote operator control may involve a useroperating a control station 3020 performing a read of the payloadregistration and configuration from the vehicle 100 and activating usercontrol interfaces according to pre-programmed instructions that arepart of the payload configuration. Additional remote control may beachieved when the payload has a direct communication link enabled thatbypasses the vehicle 100 logic and may enables access to payloadcontrols natively in its own metaphor.

Referring now to FIG. 17 , the off-board mission control system 1700 ofthe unmanned vehicle 100 according to an embodiment of the presentinvention will now be discussed. The unmanned vehicle 100 of anembodiment of the present invention may, for example and withoutlimitation, operate in full autonomy, partial autonomy or full manualcontrol modes. The on-board mission control system 1600 may acceptsignals from the off-board mission control system 1700 (also known asthe Master Off-board Management System) that may indicate the degree ofcontrol and may establish operation control of the unmanned vehicle 100by enabling or disabling the required mission control logic. The MasterOff-Board Management System 1700 may provide registration, navigation,communication, and network integration of the off-board managementsubsystem modules and may provide a graphical user interface menu andsoftware module navigation system that may provide access to variousmodules. Sub-systems may be physically separate but may be availableover a network of networks, some number of which may be characterized bydifferent protocols and bandwidth characteristics. The Master Off BoardManagement System 1700 may integrate various other management andcontrol systems.

Referring now to FIGS. 17 and 18 , a multi-vehicle, multi-mode planningand control system may comprise a central off-board planning and controlsystem, a set of off-board control systems that are networked togetherwith the central control system, a set of unmanned vehicles withon-board vessel control systems, and a networked communication systemthat connects on-board unmanned vehicle control systems with off-boardcontrol systems. For example, and without limitation, FIG. 17 is aschematic overview depicting an embodiment of the functional modules ofthe off-board mission control system 1700. The major functional modulesof the off-board mission control system 1700 may include a FleetManagement Module 1710, a Mission Management module 1720, and a VehicleManagement module 1730. These and other off-board systems may beconnected on a common computer network 1810 where all sub-systems may beuniquely identified and any system may communicate with any other systemto send and receive data and digital signals. Off-board control systems1700 may include software programs and digital storage means that mayenable autonomous vehicle control operations, and the off-board systems1700 also may include human interfaces in the form of “graphical userinterfaces” (GUIs) displayed on human readable devices such as flatscreen monitors, tablet devices and hand-held computer and cell phonedevices.

The present invention may advantageously enable coordinated operationsacross a large number of unmanned vehicles 100 that may be deployedacross the globe. The unmanned vehicles 100 may have a number ofembodiments of operational characteristics and may potentially support alarge number of payload variations. The Fleet Management System 1710 mayinclude a fleet inventory module for unmanned vehicles 100, payloads,and related utility systems. The inventory system may store informationon each unmanned vehicle 100, including vehicle specifications,sub-systems, payloads, sensors, operational status, operational history,current location, and availability. Unmanned vehicle information may beprovided to the system 1710 by upload from the unmanned vehicleself-test and operational feedback system, which may be initiatedautomatically by the unmanned vehicle (as described below).Alternatively, software program, graphical user interface, and inputmeans may be provided by the fleet management system 1710 so that humanoperators may enter information into the system 1710 manually.Application program interfaces (APIs) or interface services may beprovided by means of software modules in the fleet management system1710 that may allow external computer systems to transmit and receivedata without human intervention or, alternatively, with a person simplytriggering the data transfer through a user interface but not actuallyentering the data himself. The software programs that may constitute theFleet Management system 1710 may be modular and separable from eachother, even though these programs may inter-communicate. A subset of theprograms that may run logic that interacts with the unmanned vehicleself-test and operational feedback system may be executed separately ondevices that may collect unmanned fleet and operational data. These datamay then be uploaded to a fleet management system 1710 through aconnected network 1810. Such asynchronous upload capability may beadvantageous for inventory situations wherein unmanned vehicles 100 maybe briefly powered up and interrogated, before losing data communicationwith a network 1810 that may be shared with the Fleet Management System1710.

Continuing to refer to FIG. 17 , the Fleet Management module 1710 mayinclude a Fleet Inventory module 1712, a Fleet Logistics ManagementModule 1714, and a Fleet Maintenance Module 1716. The Mission Managementmodule 1720 may include a Multiple Mission Management Module 1722, aMission Planning module 1724, a Mission Simulation and Training module1726, a Mission Readiness Module 1727, a Mission Execution Module 1728,and a Mission Data Processing module 1729. The Vehicle Management module1730 may include a Vehicle Pilot Control Module 1732, a VehicleMaintenance Module 1734, and a Vehicle Readiness Module 1736. Asdescribed above, the Fleet Management modules 1710, the MissionManagement modules 1720, and the Vehicle Management modules 1730 may becharacterized as software programs executing on digital computers withhuman readable output devices and human input devices. These modules maybe connected on a common computer network 1810 and all modules andsubsystems may be uniquely identified by network address and uniquenames that may be registered in a namespace registry with information asto how to communicate with each module. All subsystems of the off-boardcontrol system 1700 may be accessible to all other subsystems and maytransmit and receive data among each other in sets or individually.Security measures may be added to control access between systems or tosystems by selected users.

For example, and without limitation, the Fleet Management System 1710may include a Fleet Logistics system 1714 that may track spare parts,orders, shipments, and vehicle process status. The Fleet ManagementSystem 1710 further may include a Fleet Maintenance System 1716 that maystore maintenance records for each vehicle, self-test history,maintenance plans, maintenance orders, and maintenance status. The FleetMaintenance System 1710 may further contain a software program modulethat may compare maintenance activity and status for each vehicleagainst the maintenance plan for each vehicle. The software program maycontain algorithms to determine when maintenance events are needed orwarranted for each vehicle; and may provide notification of these eventsby means of reports that may be retrieved by people, of proactive emailalerts, or of notifications on human readable computer interfaces. TheFleet Management System 1710 may provide a software program with dataretrieval and reporting algorithms, a GUI, and input means for people tointeract with the system and retrieve information about the fleet ofunmanned vehicles.

Still referring to FIG. 17 , for example and without limitation, theoff-board mission control system 1700 may include functions to remotelymanage individual unmanned vehicles 100. In one embodiment, real-timetracking 1710 and video feeds may allow remote operators to controlspecific unmanned vehicles 100 and to monitor the status of eachunmanned vehicle 100 while in mission operation 1720. In anotherembodiment, human interfaces for remote operators of unmanned vehicles100 in the form of graphical user interfaces (GUIs), for example andwithout limitation, may be displayed on human readable devices such asflat screen monitors, tablet devices, and hand held computer and smartphone devices. Off board mission control databases and software programsmay register, classify, and execute mission logic that may have inputsand outputs communicated to and from specific sets of unmanned vehicles100 or individual unmanned vehicles 100.

As illustrated in FIG. 18 , in one embodiment, the on board 1600 and offboard 1700 systems that may collaborate to control one or more unmannedvehicles 100 may be linked through a common communication networkprotocol 1810, for example and without limitation, internet protocol(IP). The common network protocol 1810 may be a communication layer thatmay work in combination with multiple transmission means that mayinclude radio frequency (RF) and satellite microwave between on board1600 and off board 1700 systems, as well as wired means such as Etherneton wired networks. In a further embodiment, the off board systems 1700may have databases and software programs that may operate in concert andon a shared network 1810 that may extend off board remote control ofunmanned vehicle 100 sets. In one embodiment, for example and withoutlimitation, a communication network may enable the off board missionsystem 1700 to advantageously manage and control many unmanned vehicles100 within communications range of the shared network 1810. In a furtherembodiment, on board subsystems 1600 of many unmanned vehicles 100 mayexchange data and digital signals and, in series, may relay those dataand digital signals to an otherwise out of range off board controlsystem 1700, thereby advantageously extending the range of remotecontrol and communication capability across a fleet of unmanned vehicles100 which may result in coverage of larger operational areas with moreunmanned vehicles 100 and fewer human operators.

For example, and without limitation, off-board control systems 1700,which may comprise databases and software programs, may register,classify, and execute mission logic and may exchange inputs and outputswith specific sets of unmanned vehicles or with individual unmannedvehicles 100. Such data exchange may be supported by a common network1810 that may uniquely identify entities on the network to each other.On-board control systems 1600 may equip an unmanned vehicle 100 tobehave autonomously and report events experienced by the unmannedvehicle 100. Off-board control systems 1700 may direct the operations ofsets of unmanned vehicles and may have databases and software programsfor storing and executing mission logic. The inputs and outputsexchanged across the network 1810 may enable management and control ofmany vehicles and missions by the off-board control system 1700, therebyadvantageously covering larger maritime areas with more vehicles andfewer human operators. The off-board management and control systems 1700also may advantageously enable management of maintenance and logisticsof fleets of unmanned vehicles throughout multiple missions over thelife cycles of many vehicles. The characteristics of the unmannedvehicle described above (e.g., autonomous multimode operation, smallsize, and the ability to deploy a large number of vehicles over a targetarea) pose a fleet, mission, and vehicle management challenge. Asdescribed above, the capability of the off-board system to integrate andcommunicate with the respective on-board modules of some number ofunmanned vehicles may facilitate advantageous fleet managementactivities, such as registration, tracking, locating, and recordsmaintenance (as described in more detail below).

Referring now to FIG. 19 , mission execution functionality is nowdescribed in more detail. A Mission Initialization module (Block 1910)may allow for an orderly and sequential initialization for all missionvehicles. Initialization may include, but is not limited to, thedownloading of both critical and non-critical mission data. This datamay be secure and/or partitioned data. Initialization also may include,but is not limited to, performance of a “roll call” of all vehicles.This step may provide for a check in of primary, secondary, and/ortertiary platoons of unmanned vehicles. Each vehicle 100 may respond toa roll call with its positive, unique and, as required, encryptedidentification. Communication protocols may provide for redundant andperiodic identification updates. Initialization also may include, but isnot limited to, all unmanned vehicles 100 performing a basic power upself-test (POST) and the reporting of these results. At this stage, theunmanned vehicles 100 may enter the Mission Initiation state (Block1920), maybe commanded into a dormant state to await further missioninstructions, and/or may be outfitted with unique or mission specificpayloads.

At Block 1920, mission Initiation may comprise the orderly andsequential initiation for all mission vehicles 100. For example, andwithout limitation, initiation may include establishing basic andenhanced communication by and between all unmanned vehicles, as well asestablishing any external communications dictated by mission needs.Initiation also may include, but is not limited to, the powering up ofall on-board systems 1600 and the performance of detailed diagnosticself-tests by all unmanned vehicles 100 involved in the mission (e.g.,self-tests of advanced sensors, power systems, control systems, energysystems, and payload systems). At this stage, the initial control modesmay be set, the mission directives may be activated, and the unmannedvehicles 100 may be launched either in sequence or in parallel, thelatter being advantageous for mass/time critical mission deployment.

At Block 1930, one or more Mission Execution Control and Trackingmodules may allow for the control of each unmanned vehicle 100 as anautonomous unit or units, as a semi-autonomous unit or units assistedfrom a control center, and/or if the situation or mission requires, as aremotely controlled unit. A remote-control unit/user interface may beimplemented, for example, and without limitation, as devices such asDroids, Phones, Pads, Netbooks, Laptops, Joysticks, and Xboxcontrollers. The control mode precedence may be set prior to the startof the mission. The control system master default precedence may beautonomous mode. In addition, control provisions may be made in unmannedunit logic that may allow a unit to be completely “off the grid” toperform missions that require a high level of stealth, secrecy, and/orsecurity. More specifically, these units may act as their own master andmay be programmed to initiate communications at predefined intervalsthat may be modified as required. These units also may have the abilityto go dormant for extended periods of time, which may further supportthe ability for unmanned vehicles 100 to perform virtually undetectablemission execution.

At Bloc, 1940, the Mission Execution Control and Tracking modules alsomay allow for the real time tracking of all unmanned vehicles 100. Thiscapability may include methods such as satellite tracking, GPS tracking,and transponder-based tracking. Communication channels may be redundantand may utilize various levels of military encryption. Tracking may beperformed at the fleet level, yet may also support the ability to zoomin on a specific unmanned vehicle 100. The specific unmanned vehicletracking data may be overlaid with detailed data such as live videofeeds, real time pilot perspective viewing, sensor displays, and otherrelative data. Analysis of sensor data by on-board control systems maydetect “events” of interest. Data characterizing these events may bestored in the unmanned vehicle on-board control system logic and may bereported a message transmitted to the Mission Control System. Forexample, and without limitation, an event may be defined as a positiveidentification of a particular target. Periodic vehicle and fleet levelself-tests for tracking may occur as background tasks. These self-testsmay flag and log exceptions detected, as well as may send a notificationto the Mission Control System depending on the class of the exception.

At Block 1950, the Mission Execution Operations module may define howthe unmanned units 100 perform operational tasks. During a mission, as aprimary function, the unmanned vehicle 100 may monitor its ISR (orsimilar) sensors, as well as sensor input received from external sources(e.g., other unmanned vehicles in the fleet, Mission Control inputs) ona real time basis. As part of this monitoring process, exceptionhandling may be performed. Computational logic may then be performedthat may include analysis, decision making, and the execution of aseries of tasks to fulfill mission parameters. Also, during a mission,as a secondary function, the unmanned vehicle may monitor its payloadsensors. As in the case of primary monitoring, exception handling,analysis, decision making, and mission task specifically related topayload may be performed.

At Block 1960, the Mission Completion module may be designed to closeout the unmanned fleet after a mission, may status all vehicles, mayperform any required maintenance of the vehicles, and/or may return themto fleet inventory ready for the next mission. Vehicle recovery may beperformed in multiple ways. For example, and without limitation,unmanned vehicles may be driven to a pickup point or recovered onlocation. The unmanned vehicles 100 may be recovered directly bymilitary personnel, military equipment, by other vehicles in theunmanned fleet and similar recovery methods. The unmanned vehicles 100may be recovered either above or below water, as well as shore or riversedge, and similar locations. Before, during, or after recoveryoperations, the identity of each unmanned vehicle 100 may be checked,demanded self-tests may be performed, and the status may be reported.Any required vehicle maintenance may be performed including checking allinternal and external systems. At this point, the unmanned vehicle maybe returned to the fleet and the inventory status may be updated.

Tying the mission-level actions more specifically to on board actions inresponse, upon vehicle initialization (Block 1910), the Control SystemMaster 1510 may issue a startup command across a computer network toprompt the on-board mission control system 1600 to perform self-test andoperational feedback, and to send an on-line status back to the ControlSystem Master 1510. At Block 1920, the on-board mission system 1600 thenmay issue start up commands to all other on-board systems. Each systemmay start up, perform a self-test, and forward success or failuremessages across the network to the Control System Master 1510. TheControl System Master 1510 may be configured 1700 to start up inautonomous or manual control mode and also may be configured with adesignator of the current mission (Block 1930). If in manual controlmode, a ready signal may be sent to the Control System Master 1510 andthe on-board systems may await manual commands. If in autonomous controlmode, the on-board control system 1600 may be activated with thedesignator of the current mission and the Control System Master 1510 mayhand off primary control to the on board control system 1600. TheControl System Master 1510 may be given back primary control if theon-board control system aborts, is diagnosed as malfunctioning, or isover-ridden by manual control. The on-board control system 1600 may beprogrammed with mission segments that define navigational, sensor, andpayload operating characteristics in a time and logic sequence. At Block1950, the on-board control system 1600 may issue continually updatedinstructions to vehicle subsystems as to course and speed (e.g.,vector), mode of operation (air, water surface, subsurface), sensor datacollection, stealth, payload operation, and interaction with externalenvironments, events and entities. The on-board control system 1600 mayreceive a continuous stream of data from sensors and may interrogatesensors for more granular data through instructions to the sensorsystem. The on-board control system 1600 may issue higher levelinstructions to subsystems that are decomposed by the vehicle controlsubsystems into more specific instructions. This decomposition of moregeneral instructions to more specific instructions may be a multi-levelprocess that may result in specific signals consumable by vehicledevices and mechanisms. For example, the on-board control system 1600may issue an instruction to the navigation control system 1500 tonavigate in a directional heading, within a speed range having maximumendurance. The navigation control system 1500 may execute logic and may,in turn, issue lower level instructions over the computer network to thesubsystems it controls. The on board control system 1600 may also issueinstructions to a power control system 1610 for maximum endurance; aperception-reaction system 1605 as to allowable reaction parameters; thedevice rack control system 1620 as to device rack orientation; thepayload system 1630 as to current operational behavior; thecommunication control system 1640 as to channels and formats ofcommunication; the sensor control system 1650 as to the environmentalsensors to activate and the parameters for each as well as the sensordata to collect; and an external system interaction control system 1680as to current behavioral attributes. All control subsystems may providecontinuous status messages to the on-board control system which maymultiplex input status messages and may have logic to translate incomingmessage and sensor data into instructions back to the subsystems.

Referring now to FIG. 20 , an automated Multiple Mission Management 2000process may provide a set of sub-systems that may enable a complete,end-to-end capability for planning and executing a number of concurrentmissions, which may be advantageous within a large maritime target areawherein a number of missions may be required to successfully cover thearea. For example, many coastal areas are made up of a combination of alarge open area, a number of zones close to shore with differentcharacteristics, populated harbors, and riverine zones that extend wellinland. In such a diverse target area, unmanned vehicles may be airdropped or deployed (man portable) to small surgical inland targets.

The concept of a “mission” may be specific to each unmanned vehicle 100,and/or may be aggregated across sets of unmanned vehicles. The MultipleMission System may enable the management of multiple missions throughoutthe entire mission life cycle. When missions are initiated, they may berecorded by the Multiple Mission System and then throughout each missionlife cycle may be tracked, updated, and executed. The Multiple MissionSystem also may manage concurrently executing missions and may provide asecurity capability to allow access to only authorized users. Employingthe systems and methods described above, the present invention mayenable the use of many unmanned vehicles 100 to cover large maritimeareas with minimal operators at a fraction of the cost compared toconventional approaches to cover the same area.

Continuing to refer to FIG. 20 , a Mission Planning module 2010 maysupport modeling of trial missions that employ unmanned vehiclecapabilities. More specifically, the Mission Planning module 2010 mayallow for constructing coverage grids, time-on station duty cycles,communication parameters, perception-reaction attributes, rules ofengagement, rules of notification, exception handling rules, and payloadoperation. The Mission Planning module 2010 also may allow overlayingthe vehicle 100 paths on an accurate digital map of the target coveragearea and also may include underwater mapping. For example, and withoutlimitation, the modeling capability described above may be used tosimulate missions of fleets of unmanned vehicles 100. Such simulationmay be advantageous for purposes of training and/or for planning andstrategy.

For example, and without limitation, a Mission Simulation and Trainingmodule 2020 may enable mission plans to be “run virtually” with variousscenarios including variations in weather, sea state, and externalsystem encounters. Operators may interject simulated manual control ofunmanned vehicles. The Mission Simulation and Training module 2020 mayprovide a valuable estimate as to the likely success of the plannedmission under various scenarios.

Also, for example, and without limitation, a Mission Readiness module2030 may enable planned missions to become ready for execution. When aplanned mission is put in “prepare” mode, the mission preparation modulemay interact with the Fleet Management systems 1710 to determinelogistics activities and may enable the user of the system to assemble amission fleet of unmanned vehicles 100. Mission Preparationfunctionality may provide tracking and reporting functions to allow theuser to know the state of mission readiness.

Also, for example, and without limitation, a Mission Execution System2040 may provide the functions necessary to begin and complete asuccessful mission of a fleet of unmanned vehicles 100. FIG. 19illustrates a high-level flow diagram of exemplary functions provided bythe Mission Execution System modules.

Also, for example, and without limitation, a Mission Data ProcessingSystem 2050 may receive and record mission data transmitted from theunmanned vehicles 100. A majority of missions may be presumed to relateto data gathering for intelligence, surveillance and reconnaissance(ISR) purposes. The Mission Data Processing system 2050 may collect andprocess large amounts of data and may extract the most usefulinformation out of the data in near real time. The Mission DataProcessing system 2050 may perform complex data pattern processing inaddition to raw storage and reporting.

FIG. 21 illustrates an embodiment of integrating various off-boardmanagement and control processes with on board control processes of aset of unmanned vehicles 100. For example, and without limitation, amission may be planned and simulations of a mission may be run in a datacenter in the United States, subsequently the mission may be madeavailable to a mission control center in East Africa. The missioncontrol center may check for fleet availability to populate the missionand may transmit a request through secure communication channels forunmanned vehicles. A vehicle repository that may be, for example, andwithout limitation, controlled by military personnel or militarysubcontractors in Europe, may process the request. Unmanned vehicles inEurope may be run through maintenance diagnostics to validate readiness,then may be loaded on transport aircraft equipped with unmanned remotelaunch apparatus. The loaded unmanned vehicles may be flown to a targetarea off the coast of East Africa and may be air dropped over apre-planned pattern in accordance with the mission planned in the UnitedStates. Mission execution responsibility may be transferred to a missioncontrol center in the Middle East, again through secure communicationchannels. After the mission is concluded, fleet management may betransferred back to a control center in Europe and the unmanned vehiclesmay be retrieved by or driven to designated destinations (either mobileor static). Upon successful retrieval, the unmanned vehicles involved inthe complete mission may be returned to the vehicle repository.

Swarming may be defined as a deliberately structured, coordinated, andstrategic way to strike from all directions, by means of a sustainablepulsing of force and/or fire, close-in as well as from stand-offpositions. Swarming involves the use of a decentralized force in amanner that emphasizes mobility, communication, unit autonomy, andcoordination/synchronization. In the context of unmanned vehicles,“swarming” relates to coordinating a collection of vehicles such thevehicles' movements are orchestrated in relation to each other.

In one embodiment of mission planning and control, multi-mode swarmcontrol advantageously solves the problem of having a number of unmannedvehicles each moving in its own pre-determined path in a coordinatedspatial and time pattern where the unmanned vehicles are in closeproximity. Unmanned vehicle swarms may locate a collection of unmannedvehicles in a target zone at desired times and locations. The unmannedvehicles may proceed at a collection of coordinated paths and speeds.Paths may be defined by geo-coordinates (e.g., latitude and longitude)and depth (e.g., altitude), so that paths may be said to be “threedimensional”. Additionally, a swarm may include a number of unmannedvehicles deployed by air drop following a pre-determined glide path.Unmanned vehicle multi-mode swarm technology may include coordinatedon-board and off-board control. By contrast, conventional swarm controlinvolves swarming in one “mode”, meaning vessels operate in one of threemodes (e.g., air, surface, sub-surface) rather than in two or threemodes. As described herein, multi-mode control guides unmanned vehiclesin three modes. A single unmanned vehicle may traverse multiple modesexecuting a transit route.

As described above, a military mission may have a specific objective ina specific area and may be time-bound. Multi-mode swarm, as describedherein, may be accomplished at the mission level. As illustrated in FIG.22 , three-dimensional (3D) deployment may be considered a specialcategory of multi-mode swarm control driven by the mission planning. 3DDeployment missions may be accomplished on a global scale, although themission “target zone” may be in a concentrated and designated area.Swarms, in such a scenario, may be comprised of one or more groupings,and such groupings may be hierarchically organized (e.g., analogous tomilitary units: team, platoon, squadron). A mission plan, in this samescenario, may be thought of as a set of mission maps.

For example, and without limitation, a 3D Deployment may comprise anairdrop of a squad (10) of unmanned vehicles, deployment of a platoon(40) of unmanned vehicles off of a ship, and deployment of a team (4) ofunmanned vehicles out of a submarine. For example, and withoutlimitation, each of the unmanned vehicles may be equipped with acollision avoidance system (CAS) which may provide awareness ofproximate vehicles and/or objects.

In one embodiment of a basic swarm method, each unmanned vehicle may beloaded with a mission track (e.g., one or more transit paths) withlocation, speed, time, and path tolerance. Missions may be coordinatedsuch that involved unmanned vehicles' paths do not collide. In theexample embodiment, each group may proceed from the “drop zone” on atransit path specified by the off-board control system. At a specifiedtime, each group may proceed to its own specified location, at whichpoint the swarm may be considered to have achieved platoon size. Eachgrouping may be deployed to a location that may be a specified distancefrom a target. Upon a specified schedule, all mission assets (e.g.,unmanned vehicles) may move toward the mission target zone, eachexecuting planned movements in support of the mission and, asappropriate, executing autonomous movements in response to unplannedstimuli but no so as to jeopardize the mission. For example and withoutlimitation, planned movements may call for the air dropped squad tosplit off into two teams, for the platoon to split into four squads, andfor the team to stay intact. In such a manner, all vessels and groups inthe swarm may be coordinated over time, 3D location, and transit path.

A skilled artisan will note that one or more of the aspects of thepresent invention may be performed on a computing device. The skilledartisan will also note that a computing device may be understood to beany device having a processor, memory unit, input, and output. This mayinclude, but is not intended to be limited to, cellular phones, smartphones, tablet computers, laptop computers, desktop computers, personaldigital assistants, etc. FIG. 23 illustrates a model computing device inthe form of a computer 810, which is capable of performing one or morecomputer-implemented steps in practicing the method aspects of thepresent invention. Components of the computer 810 may include, but arenot limited to, a processing unit 820, a system memory 830, and a systembus 821 that couples various system components including the systemmemory to the processing unit 820. The system bus 821 may be any ofseveral types of bus structures including a memory bus or memorycontroller, a peripheral bus, and a local bus using any of a variety ofbus architectures. By way of example, and not limitation, sucharchitectures include Industry Standard Architecture (ISA) bus, MicroChannel Architecture (MCA) bus, Enhanced ISA (EISA) bus, VideoElectronics Standards Association (VESA) local bus, and PeripheralComponent Interconnect (PCI).

The computer 810 may also include a cryptographic unit 825. Briefly, thecryptographic unit 825 has a calculation function that may be used toverify digital signatures, calculate hashes, digitally sign hash values,and encrypt or decrypt data. The cryptographic unit 825 may also have aprotected memory for storing keys and other secret data. In otherembodiments, the functions of the cryptographic unit may be instantiatedin software and run via the operating system.

A computer 810 typically includes a variety of computer readable media.Computer readable media can be any available media that can be accessedby a computer 810 and includes both volatile and nonvolatile media,removable and non-removable media. By way of example, and notlimitation, computer readable media may include computer storage mediaand communication media. Computer storage media includes volatile andnonvolatile, removable and non-removable media implemented in any methodor technology for storage of information such as computer readableinstructions, data structures, program modules or other data. Computerstorage media includes, but is not limited to, RAM, ROM, EEPROM, FLASHmemory or other memory technology, CD-ROM, digital versatile disks (DVD)or other optical disk storage, magnetic cassettes, magnetic tape,magnetic disk storage or other magnetic storage devices, or any othermedium which can be used to store the desired information and which canbe accessed by a computer 810. Communication media typically embodiescomputer readable instructions, data structures, program modules orother data in a modulated data signal such as a carrier wave or othertransport mechanism and includes any information delivery media. Theterm “modulated data signal” means a signal that has one or more of itscharacteristics set or changed in such a manner as to encode informationin the signal. By way of example, and not limitation, communicationmedia includes wired media such as a wired network or direct-wiredconnection, and wireless media such as acoustic, radio frequency,infrared and other wireless media. Combinations of any of the aboveshould also be included within the scope of computer readable media.

The system memory 830 includes computer storage media in the form ofvolatile and/or nonvolatile memory such as read only memory (ROM) 831and random-access memory (RAM) 832. A basic input/output system 833(BIOS), containing the basic routines that help to transfer informationbetween elements within computer 810, such as during start-up, istypically stored in ROM 831. RAM 832 typically contains data and/orprogram modules that are immediately accessible to and/or presentlybeing operated on by processing unit 820. By way of example, and notlimitation, FIG. 23 illustrates an operating system (OS) 834,application programs 835, other program modules 836, and program data837.

The computer 810 may also include other removable/non-removable,volatile/nonvolatile computer storage media. By way of example only,FIG. 23 illustrates a hard disk drive 841 that reads from or writes tonon-removable, nonvolatile magnetic media, a magnetic disk drive 851that reads from or writes to a removable, nonvolatile magnetic disk 852,and an optical disk drive 855 that reads from or writes to a removable,nonvolatile optical disk 856 such as a CD ROM or other optical media.Other removable/non-removable, volatile/nonvolatile computer storagemedia that can be used in the exemplary operating environment include,but are not limited to, magnetic tape cassettes, flash memory cards,digital versatile disks, digital video tape, solid state RAM, solidstate ROM, and the like. The hard disk drive 841 is typically connectedto the system bus 821 through a non-removable memory interface such asinterface 840, and magnetic disk drive 851 and optical disk drive 855are typically connected to the system bus 821 by a removable memoryinterface, such as interface 850.

The drives, and their associated computer storage media discussed aboveand illustrated in FIG. 23 , provide storage of computer readableinstructions, data structures, program modules and other data for thecomputer 810. In FIG. 23 , for example, hard disk drive 841 isillustrated as storing an OS 844, application programs 845, otherprogram modules 846, and program data 847. Note that these componentscan either be the same as or different from OS 833, application programs833, other program modules 836, and program data 837. The OS 844,application programs 845, other program modules 846, and program data847 are given different numbers here to illustrate that, at a minimum,they may be different copies. A user may enter commands and informationinto the computer 810 through input devices such as a keyboard 862 andcursor control device 861, commonly referred to as a mouse, trackball ortouch pad. Other input devices (not shown) may include a microphone,joystick, game pad, satellite dish, scanner, or the like. These andother input devices are often connected to the processing unit 820through a user input interface 860 that is coupled to the system bus,but may be connected by other interface and bus structures, such as aparallel port, game port or a universal serial bus (USB). A monitor 891or other type of display device is also connected to the system bus 821via an interface, such as a graphics controller 890. In addition to themonitor, computers may also include other peripheral output devices suchas speakers 897 and printer 896, which may be connected through anoutput peripheral interface 895.

The computer 810 may operate in a networked environment using logicalconnections to one or more remote computers, such as a remote computer880. The remote computer 880 may be a personal computer, a server, arouter, a network PC, a peer device or other common network node, andtypically includes many or all of the elements described above relativeto the computer 810, although only a memory storage device 881 has beenillustrated in FIG. 23 . The logical connections depicted in FIG. 23include a local area network (LAN) 871 and a wide area network (WAN)873, but may also include other networks 140. Such networkingenvironments are commonplace in offices, enterprise-wide computernetworks, intranets and the Internet.

When used in a LAN networking environment, the computer 810 is connectedto the LAN 871 through a network interface or adapter 870. When used ina WAN networking environment, the computer 810 typically includes amodem 872 or other means for establishing communications over the WAN873, such as the Internet. The modem 872, which may be internal orexternal, may be connected to the system bus 821 via the user inputinterface 860, or other appropriate mechanism. In a networkedenvironment, program modules depicted relative to the computer 810, orportions thereof, may be stored in the remote memory storage device. Byway of example, and not limitation, FIG. 23 illustrates remoteapplication programs 885 as residing on memory device 881.

The communications connections 870 and 872 allow the device tocommunicate with other devices. The communications connections 870 and872 are an example of communication media. The communication mediatypically embodies computer readable instructions, data structures,program modules or other data in a modulated data signal such as acarrier wave or other transport mechanism and includes any informationdelivery media. A “modulated data signal” may be a signal that has oneor more of its characteristics set or changed in such a manner as toencode information in the signal. By way of example, and not limitation,communication media includes wired media such as a wired network ordirect-wired connection, and wireless media such as acoustic, RF,infrared and other wireless media. Computer readable media may includeboth storage media and communication media. Some of the illustrativeaspects of the present invention may be advantageous in solving theproblems herein described and other problems not discussed which arediscoverable by a skilled artisan. While the above description containsmuch specificity, these should not be construed as limitations on thescope of any embodiment, but as exemplifications of the presentedembodiments thereof. Many other ramifications and variations arepossible within the teachings of the various embodiments. While theinvention has been described with reference to exemplary embodiments, itwill be understood by those skilled in the art that various changes maybe made and equivalents may be substituted for elements thereof withoutdeparting from the scope of the invention. In addition, manymodifications may be made to adapt a particular situation or material tothe teachings of the invention without departing from the essentialscope thereof. Therefore, it is intended that the invention not belimited to the particular embodiment disclosed as the best or only modecontemplated for carrying out this invention, but that the inventionwill include all embodiments falling within the description of theinvention. Also, in the drawings and the description, there have beendisclosed exemplary embodiments of the invention and, although specificterms may have been employed, they are unless otherwise stated used in ageneric and descriptive sense only and not for purposes of limitation,the scope of the invention therefore not being so limited. Moreover, theuse of the terms first, second, etc. do not denote any order orimportance, but rather the terms first, second, etc. are used todistinguish one element from another. Furthermore, the use of the termsa, an, etc. do not denote a limitation of quantity, but rather denotethe presence of at least one of the referenced item.

With additional reference to FIGS. 33-41 , another embodiment of anunmanned vessel will be described. The unmanned vehicle according tothis embodiment is configured for semi-submersible launch and recoveryof payload objects. Of course, such embodiment may include any of thefeatures described above with respect to other embodiments. As will bedescribed in further detail below, the present embodiments include awell-deck built into a hull (e.g., a catamaran-like hull) and includethe ability to flood the stern of the host vessel, the ability tocontrol buoyancy through a buoyancy control system, and/or the abilityto control water depth in the well deck and pitch of the well deck bycontrolling the center of buoyancy. The ability to position the hostvessel in an advantageous position and orientation, may also be providedso the payload can most effectively be launched and recovered.Positioning is relative to the payload and environment which may beparticularly important in higher sea states.

It should be noted that the present embodiment preferably provides theability of the host vessel to navigate autonomously with highperformance characteristics when not flooded, the ability of the hostvessel to maintain headway and navigate while the well deck is flooded,and/or the ability of the host vessel to sense location and position oflaunched and recovered payload objects as they move away or toward thewell deck.

For this description the payload objects are unmanned vessels, such asunmanned surface vessels (“USV”), unmanned underwater vessels (“UUV”) orremote operated vehicles (“ROV”) that can be free-launched or launchedusing a winched tethered tow, for example.

Initially, referring to FIG. 33 , a diagram is shown that illustratesthe six degrees of freedom related to the operation of an unmannedvehicle according to embodiments of the present invention. A position ofthe well deck is preferably controlled within six degrees of freedomincluding roll, pitch, yaw, up/down, forward/reverse and right/left.

FIG. 34 is a schematic diagram illustrating the layout of a buoyancycontrol system 3402 for an unmanned vehicle 3400 according to anembodiment of the present invention. In this embodiment, the example ofan unmanned vehicle 3400 includes many features described above but isnot limited thereto. Other combinations of features described herein arecontemplated as would be appreciated by those skilled in the art. Here,the vehicle body may include a pair of substantially parallel sponsons3404, 3406 coupled together on opposite sides of a recessed well deck3408 in a stern portion of the vehicle body. The recessed well deck 3408is configured to stow a payload as will be described below.

Although not shown here, a propulsion system is configured to propel theunmanned vehicle 3400, a maneuvering system is configured to maneuverthe unmanned vehicle, and a vehicle control system is configured tocontrol a speed, an orientation, and a direction of travel of theunmanned vehicle in combination with the propulsion system and themaneuvering system. Various embodiments of such systems are describedabove with reference to FIGS. 4-15 and are not described again here. Asensor system includes a plurality of environmental sensors configuredto sense environmental and operational characteristics for the unmannedvehicle, and at least one power supply is configured to provide power tothe propulsion system, the maneuvering system, the vehicle controlsystem, the buoyancy control system, and the sensor system, as alsodescribed above with respect to other embodiments.

As described above with reference to FIG. 6 , the ballast system maycontain mechanisms to control the volume of water and air in one or moreballast chambers to advantageously vary the buoyancy of the unmannedvehicle while submerged and to support selective submerging andre-surfacing of the unmanned vehicle. The ballast system may also beknown as the buoyancy system because the system may provide for theselective submerging and re-surfacing of the unmanned vehicle by varyingbuoyancy. The ballast control mechanism may include piping and ports toenable the flow of water into and out of ballast chambers. Electricwater pumps may be activated by the ballast control system to controlballast levels which may be monitored by ballast sensors.

For the buoyancy control system 3402, ballast containers 3410 arepositioned within portions of the vehicle body. A pump 3412 and valves3414, 3416 define a pump and valve system that is configured to varyamounts of water and air in the recessed well deck 3408. Various otherpumps and valves, described above with reference to FIG. 6 , may beincluded to vary the amount of water and/or air in the ballastcontainers 3410. The ballast containers 3410 preferably include at leasta ballast container located forward and aft in each of the sponsons3404, 3406 to define four quadrants of buoyancy for the unmanned vehicle3400. More than four ballast containers 3410 is also contemplated. Thebuoyancy control system 3402 may include a buoyancy controller 3420 thatis configured to individually control the relative buoyancy in each ofthe four quadrants and the total buoyancy of the unmanned vehicle 3400.Various sensors, including imaging sensors 3430, may also be providedand will be described in more detail below.

Water is filled in the recessed well deck 3408 via a combination of thewater pump 3412 and actuated valves 3414, 3416 that allow water into andout of the hull. An air valve 3418 may be used to control air flow inand out of the recessed well deck 3408 of the hull. The pump 3412 mayalso pump water out. The recessed well deck 3408 can accept water in thehull without damaging internal components as it is designed to beflooded through the use of various seals and channels, not shown, aswould be appreciated by those skilled in the art. The combination oftotal water in the well deck 3408 and the four-quadrant buoyancy controlenables control of at least three of the six degrees of freedom: pitch,roll and up/down.

The vehicle control system or navigation control system 1500, as theon-board governor of the speed, direction, and orientation, will controlthe other three of the six degrees of freedom: yaw, forward/reverse andright/left.

Referring additionally to FIGS. 36 and 37 , the recessed well deck 3408includes a payload securing system that may include supports 3602 orcradles or similar structures into which the payload objects 3606, 3608(e.g., USV/UUV/ROVs) sit for stability during transit. FIG. 36 is a topview illustrating a semi-submersible launch and recovery unmannedvehicle according to an embodiment of the present invention. FIG. 37 isa perspective rear view illustrating the semi-submersible launch andrecovery unmanned vehicle of FIG. 36 on the surface of the water.

The supports 3602 and may have an automated apparatus 3604 to secure thepayload objects. For example, for winched tethered tow, the automatedapparatus 3604 may include tether lines 3605 that connect to anautonomously controlled reel at a fixed end, and attach to the payloadobjects 3606, 3608 at a free end. The tether lines may be multi-purposeto both convey data and power between the USV/UUV/ROVs and the UMMV, aswell as mechanically tow the USV/UUV/ROVs.

The vehicle control system 1500, the buoyancy control system 3402 andthe sensor system 1650 define a well deck positioning control system3500 (FIG. 35 ) configured to launch and recover objects 3606, 3608 ofthe payload to/from the water while the well deck 3408 is at leastpartially submerged in water. FIG. 35 is a schematic block diagramillustrating components defining the well deck position control system3500 for an unmanned vehicle 3400 according to an embodiment of thepresent invention. The well deck positioning system 3500 may include awell deck positioning controller 3502 configured to provide outputsignals to actuators 3510-3513 of the buoyancy control system 3402 andto the vehicle control system 1500 in response to input signals fromsensors 3520-3524 of the sensor system. Thus, the well deck positioningcontrol system 3500 is a feedback control system taking instructionsfrom the command and control block 3504 as set points, using sensorinputs to determine feedback signals and provide output signals toactuators.

The command and control block 3504, which may be under operatordirection, or receive autonomous instructions as described above, sendspositioning instructions to the well deck positioning controller 3502.Such instructions may include well deck pitch, well deck depth, welldeck heading, well deck turn rate or well deck pitch rate, for example.The well deck positioning controller 3502 sends position informationback to the command and control block 3504. The sensors may includeorientation 3520, movement 3521, water level 3522, environment 3523 andpayload position 3524. These sensors 3520-3524 provide feedback to thewell deck position controller 3502. The actuators 3510-3513 controlflooding of the well deck 3408 and ballast containers 3410 via the fourbuoyancy mechanisms, water inlet valves, water pumps, air valves andvehicle movement.

An embodiment at least includes the plurality of environmental sensors3430 including, for example, water level sensors 3522 configured tosense water levels in the ballast containers 3410 and the recessed welldeck 3408, and payload position sensors 3524 configured to sense theposition of the payload relative to the payload securing system3602/3604 and the recessed well deck 3408.

The launch process begins when the UMMV 3400 initiates a launch sequencerequest from a remote operator or from internal logic executingautonomous mission logic running on resident control systems asdescribed above. The entire sequence of launch and recovery may be undercontrol of the on-board control systems on the UMMV 3400. The UMMV 3400floods the recessed well deck 3402, e.g., in the stern section of thevessel to the mid-ship, by opening flood valves and activating floodingpumps if faster flooding is desired. FIG. 38 is a perspective rear viewillustrating the semi-submersible launch and recovery unmanned vehicle3400 of FIG. 36 partially submerged below the surface of the water.

Water level monitoring sensors 3522 in the well deck 3408 providefeedback to the controller 3502 which also monitors pitch and roll 3520.Additionally, the buoyancy control system 3402 controls the amount andlocation of flotation. The buoyancy control system 3402 controls thedepth of water in the well deck 3408 and the pitch of the well deck bycontrolling the amount of flooding and center of buoyancy whilemonitoring water level and pitch sensors.

When the water in the well deck 3408 is at the desired depth and thepitch of the well deck is at the desired angle, the actual launch of thepayload objects 3606, 3608 (e.g. either USV, UUV or ROV) is initiated.In this phase, the support 3602 or cradle releases the payload object(s)3606, 3608 or the object simply floats away from its cradle. The object3606, 3609 may or may not be tethered 3605 and may drive away from theUMMV 3400 to perform its mission. FIG. 39 is a perspective rear viewillustrating the semi-submersible launch and recovery unmanned vehicle3400 of FIG. 36 during launch and recovery of the payload object 3606,3608. FIG. 40 is a more detailed rear view illustrating thesemi-submersible launch and recovery unmanned vehicle 3400 of FIG. 36during launch and recovery of the payload objects 3606, 3608.

It should be appreciated that the UMMV 3400 may drive away from thepayload object(s) 3606, 3608, or the objects may drive away from theUMMV. Once the UMMV 3400 achieves separation from the object(s) 3606,3608, the UMMV may stay partially submerged and navigate in thatorientation, may evacuate the flooded water and continue to drive as asurface vessel, or remain floating stationary in its partially submergedorientation, for example.

Orientation sensors 3520 may include positional sensors to providepitch-roll-yaw and depth position of the UMMV 3400. Also, sensors 3524detect location and orientation of payload objects 3606, 3608 to providefeedback to the command and control block 3504 and/or positioning andpayload securing systems. The payload position sensors 3524 may includeimaging sensors, e.g., electro-optical or infrared (EO/IR), that areoriented toward payload objects 3606, 3608 and a remote streaming system(i.e., control and communications of imaging) may be part of the commandand control block 3504 or the vehicle control system 1500 to providefeedback to remote human operators. Thus, the well deck positioningcontrol system 3500, in connection with the vehicle control system, hasthe capability to dynamically position the UMMV 3400 relative to payloadobjects 3606, 3608 and may include communication (wired or wireless)between such objects and the UMMV.

In recovery mode, the UMMV 3400 will return to its semi-submersiblecondition. The payload object(s) 3606, 3608 will either drive back overthe well deck 3408 for capture or may be captured aft of the UMMV 3400and then towed back into the well deck. Once the object(s) 3606, 3608is/are in position and secured or captured in the well deck 3408, theUMMV 3400 evacuates the flooded water by pumping it out and returns toits surface operation. Sensors 3522, 3520 monitor the water level andpitch during the transition from semi-submersible to surface condition.FIG. 41 is a perspective rear view illustrating the semi-submersiblelaunch and recovery unmanned vehicle 3400 of FIG. 36 on the surface ofthe water after recovery of a payload object 3608 and back on thesurface of the water. As illustrated, as part of the payload securingsystem, a tailgate 3630 is configured to pivot between a down (orlaunch/recovery) position and an up (or closed/transport) position.

Once the flooded water is pumped out of the well deck 3408 and/or theballast containers 3410, the UMMV 3400 may navigate normally and performhigh speed maneuvers as desired.

With additional reference to FIGS. 42-51 , another embodiment of anunmanned vessel will be described. The unmanned vehicle according tothis embodiment is configured for autonomous hiding. Of course, suchembodiment may include any of the features described above with respectto other embodiments. As will be described in further detail below, thepresent embodiments include an autonomous hiding control system and anautonomous stealth mode executive control. The hiding control systemworks with the navigation mode executive control to physically positionthe unmanned vehicle so that it cannot be detected by an item ofinterest. The stealth mode executive control may provide control to astealth control system, a thermal cloaking system, an acoustic cloakingsystem, a radio frequency cloaking system, or a radio frequencyimitation system, which operate to prevent detection of the unmannedvehicle by an item of interest.

It should be noted that the present embodiment preferably provides theability of the host vessel to navigate autonomously while preventing orlimiting the risk of detection or harm to the vessel.

Initially, FIGS. 42-47 primarily depict processing characteristics ofelements of the invention while FIGS. 48-51 primarily depict physicalcharacteristics of elements of the invention.

Now referring to FIG. 42 , a block diagram of an autonomous hidingsystem is shown. The autonomy hiding system is comprised of layers ofrelated functionality. Layers providing autonomy 4201 are depicted onthe left of FIG. 42 , with layers providing hiding 4202 depicted on theright. There is some overlap between autonomy and hiding in the controllayer 4205. The layers below the top level autonomy and hidingdesignations of FIG. 42 are organized from left to right as the inputqueue layer 4203, integration layer 4204, control layer 4205, and vesseloperation layer 4206, which provides the output.

The input queue layer 4203 includes mission planning 4207, a missionplan 4208, mission decision algorithms 4209, sensors 4210, sensor signalprocessing 4211, sensor data fusion 4212, and sensor data analysis 4213.The input queue layer 4203 may contain inputs to the system thatoriginate from sensors taking in external environment data, or missioninformation and decision logic that is pre-programmed by missionplanners. The input queue layer contains elements of artificialintelligence in the form of a) mission decision algorithms and b) sensordata analysis including recognition, identification and classification.

The integration layer 4204 may include mission plan integration 4214,algorithm processing integration 4215, sensor integration 4216, andsensor data and analysis integration 4217. The integration layer 4204conveys data generated in the Input Queue Layer 4203 to the ControlLayer 4205. To accomplish this, the Input Queue Layer 4203 componentsmust be integrated into this system with data, electrical, power, andmechanical connections. If physical integration is required, theintegration may include waterproofing all components, signals and power.

The control layer 4205 may include a vessel control system 4218, hidingcontrol system 4219, navigation control system 4220, and stealth controlsystem 4221. The control layer 4205 may contain components that processthe input data and translate to signals that control “hiding” systemcomponents and therefore hiding behavior.

The vessel operation layer 4206 may include the vessel systems thatcause the vessel to perform certain behaviors. The vessel operationlayer 4206 may include stealth hiding signature suppression systems 4223and physical hiding navigation modes 4222. The stealth hiding signaturesuppression systems 4223 may include a thermal cloaking system 4227, anacoustic cloaking system 4228, a radio frequency cloaking system 4229,and a radio frequency imitation system 4229. They physical hidingnavigation modes 4222 may include a navigation system 4224, which mayinclude a propulsion system, a steering system, and control surfaces, abuoyancy system 4225, and a ballast system 4226. The buoyancy system4225 and the ballast system 4226 may be components of the maneuveringsystem.

Turning to FIG. 43 , this flowchart depicts logic used by the missionexecution control 4401 in determining what hiding behaviors to execute.The process begins with a sensor 4301, 4302 and mission plan 4303 input.The sensor 4301, 4302 input may be received from a transient objectdetection sensor 4301 or an environmental awareness sensor 4302. Atransient object detection sensor 4301 may include, but is not limitedto, an electro-optical sensor 4308, an infrared sensor 4309, a radarsensor 4310, a LIDAR sensor 4311, an acoustic sensor 4312, and a sonarsensor 4313. An environmental awareness sensor 4302 may include, but isnot limited to, a GPS sensor 4314, a compass 4315, a gyro sensor 4316,and an inertial navigation system (INS) 4317. The inputs are processedand sent to decision algorithms that generate messages, which areprovided to the hiding control system 4307.

Sensors 4301 may be attached to the unmanned vehicle for the purpose ofdetecting items of interest, which may be transient objects. The sensors4301 may be referred to as transient object detection sensors. Thesensors 4301 may provide data to a signal processing block 4304, whichmay detect an item of interest and provide an item of interest signal toan artificial intelligence block 4305, which may identify or classifythe item of interest. The artificial intelligence block 4305 may be partof the vehicle control system. The artificial intelligence block 4305may provide a classification signal. The classification signal may beprovided to the mission execution control 4306 and may be utilized bythe propulsion system, maneuvering system, vehicle control system, orbuoyancy control system. The classification signal may be determined bythe artificial intelligence block 4305 based on the item of interestclassification. Items of interest may include, but are not limited toaquatic vessels, humans, mines, aerial vehicles, and chemicals. Items ofinterest may be classified as one of the listed types of items ofinterest after identification.

The unmanned vehicle may have any combination of sensors 4308, 4309,4310, 4311, 4312, and 4313. Examples of sensor 4301 configurationsinclude, but are not limited to, a single optical camera, somecombination of sensors 4308, 4309, 4310, 4311, 4312, and 4313, and allof sensors 4308, 4309, 4310, 4311, 4312, and 4313. The enumeration ofsensors 4301 may be representative of many embodiments but is notexhaustive.

Sensors 4302 may be attached to the unmanned vehicle to provideenvironmental information. Examples of environmental informationinclude, but are not limited to, location on earth, vessel heading andcourse, and vessel orientation in water or air. Environmentalinformation input is consumed by mission planning 4303 and execution4306 modules. Additional sensors 4302 may be included but are notspecifically enumerated in FIG. 43 . Examples of additional sensors4302, include, but are not limited to, sensors detecting the presence ofchemicals or nuclear waste and sensors adapted to provide an indicationof water quality. The presence or absence of particular environmentalfeatures may be defined as an item of interest. Output from the sensors4302 may be provided to signal processing block 4304 to detect an itemof interest. It is anticipated that new environmental sensors 4302 willbecome available and are considered within the scope of this disclosure.

Items of interest may include transient objects detected by sensors4301, which may include ships, boats, swimmers, submarines, mines,aerial objects, including unmanned aerial vehicles and varieties offlying vehicles, as well as foreign material in the water detected bysensors 4302, which may include chemicals. Chemicals may include, butare not limited to, oil and nuclear waste.

In one embodiment of the invention, the plurality of transient objectdetection sensors 4301 of the sensor system may include at least onesensor adapted to detect an item of interest. The sensor data analysis4213, sensor data and analysis integration 4217, or some combination ofthe two may be configured to recognize, identify, and classify one ormore items of interest based of data received from one or more of thetransient object detection sensors 4301 of the sensor system and providean item of interest classification signal to the vehicle control system4218, navigation system, hiding control system, orientation controlsystem, stealth control system, propulsion system, maneuvering system,or buoyancy control system.

Signal processing electronics 4304 and algorithms 4305 may receive inputfrom the sensors 4301, 4302 and determine that an item of interest orcombination of items of interest have been detected. Detection mayinclude a determination of the location, speed, heading, velocity,and/or dimension of the object of interest. Location may include any orall of the latitude, longitude, and depth of the item of interest.Sensor 4301, 4302 data and associated derivative information may beaggregated from each sensor 4301, 4301 for each item of interest and maybe sent over an ethernet network to computation algorithms that maydetect, identify, and classify each item of interest. This kind ofrecognition and classification may be particularly well suited toartificial intelligence (AI) and pattern recognition algorithms. Theitem of interest signal and classification signal may be provided by theartificial intelligence block 4305.

Once an item of interest has been detected, recognized, or classifiedthat information may be sent over an ethernet network to the MissionExecution Control 4306. The Mission Execution Control 4306 may alsoreceive input from the Mission Plan 4303. The Mission Execution Control4306 may contains decision-making algorithms 4318 that may determinewhat hiding characteristics are desired based on the informationreceived. Those decision-making algorithms 4318 may provide informationto hiding requests 4319, which may pass command to the Hiding ControlSystem 4307. The decision-making algorithms 4318 included in the MissionExecution Control 4306 may contain AI components.

The output of the Hiding Decision System may include Navigation Mode andStealth Mode messages which are sent to the Hiding Control system 4307over an ethernet network. The hiding control system 4307 may providedata to the propulsion system, maneuvering system, vehicle controlsystem, or buoyancy control system, which, individually or collectively,may act to avoid physical, electrical, acoustic, or thermal detection ofthe unmanned vehicle by the item of interest.

FIG. 44 depicts the flow chart of the hiding control system 4307. Datamay be provided to the hiding control system 4307 from the missionexecution control 4401, which is depicted in detail in FIG. 43 .

FIG. 44 depicts how the hiding control system 4402 converts HidingRequest messages received from the mission execution control 4401 toNavigation Mode and Stealth mode control messages. Input to the hidingcontrol system 4402 originates from the Mission Execution control 4306depicted in FIG. 43 , which sends hiding request messages as inputs thatare processed by the hiding control system 4402 and/or the stealth modeexecutive control 4403.

The output of the hiding control system 4402 may be sent to thenavigation mode executive control 4404, which may provide electrical andmechanical systems to direct unmanned vehicle navigation modes. Theclassification signal received from the mission execution control 4401may be provided to the hiding control system 4402, which provides inputto the navigation mode executive control 4404, which may then use thatdata to provide commands used by the maneuvering system, the buoyancysystem, or the propulsion system to position the unmanned vehicle in alocation calculated to prevent detection of the unmanned vehicle by theitem of interest.

The hiding control system 4402 may select a desired navigation mode andprovide this data to the navigation mode executive control 4404. Thenavigation mode executive control 4404 may process this selection andprovide messages to the specific Navigation Mode Controller 4407, 4408,4409, 4410, 4411, 4412, or 4413 necessary to implement the selectednavigation mode. The navigation mode executive control 4404 may alsocontains control logic for transitioning between selected modes ofnavigation. The selected navigation mode controller 4407, 4408, 4409,4410, 4411, 4412, or 4413 may provide date to the navigation comecontrol command messages 4405, which are provided to navigation modecontrol 4406 to control systems of the unmanned vehicle. The navigationmode control 4406 may provide commands to the maneuvering system,buoyancy control system, or propulsion system. These systems may workindependently or cooperatively to position the unmanned vehicle in abody of water at a depth lower than a depth of the item of interest andin an orientation in order to avoid detection by the item of interest.

Turning to FIG. 51 , the behavior of the vessel during differentnavigation modes is depicted. The vessel may be capable of operating inat least six different navigation modes, which may be referred to assurface mode 5101, gator mode 5102, hover mode 5103, shark mode 5104,porpoise mode 5105, and diver or glider mode 5106. The surfacenavigation mode control 4407 may provide navigation mode control commandmessages 4405 to the navigation mode control 4406 when the unmannedvehicle is in surface mode 5101. The GATOR navigation mode control 4408may provide navigation mode control command messages 4405 to thenavigation mode control 4406 when the unmanned vehicle is in GATOR mode5102. The SHARK navigation mode control 4409 may provide navigation modecontrol command messages 4405 to the navigation mode control 4406 whenthe unmanned vehicle is in SHARK mode 5104. The HOVER navigation modecontrol 4410 may provide navigation mode control command messages 4405to the navigation mode control 4406 when the unmanned vehicle is inHOVER mode 5103. The DIVER navigation mode control 4411 may providenavigation mode control command messages 4405 to the navigation modecontrol 4406 when the unmanned vehicle is in diver mode 5106. The glidernavigation mode control 4412 may provide navigation mode control commandmessages 4405 to the navigation mode control 4406 when the unmannedvehicle is in glider mode 5106. The porpoise navigation mode control4413 may provide navigation mode control command messages 4405 to thenavigation mode control 4406 when the unmanned vehicle is in porpoisemode 5105. Each navigation mode may include navigation and movementcharacteristics along six degrees of freedom, communication methods,payload control methods, and other capabilities unique to eachnavigation mode. The navigation modes implement the part of multi-modebehavior that applies to surface, near surface, and submarineoperations.

In surface mode 5101, the vessel may travel across the surface of a bodyof water. In hover mode 5103, the vessel may move to different altitudesabove or below the surface of the body of water. In GATOR mode 5102, thevessel may be substantially submerged with a to of the vessel near orslightly above the surface of the water. In SHARK mode 5104, the vesselmay be oriented horizontally with only the bow, or a portion of the bow,of the vessel above the waterline. In porpoise mode 5105, the vessel maymove forward while alternating between a first position resting on thesurface of the water and a second, completely submerged, position. Indive or glider mode 5106, the vessel may travel similarly to porpoisemode while reaching a deeper altitude when submerged below the waterline.

Returning to FIG. 44 , the output of the stealth mode executive control4403, which may also be referred to as a stealth control system, may besent to a thermal cloaking system 4414, acoustic cloaking system 4415,radio frequency cloaking system 4416, or radio frequency imitationsystem 4417. Each of the thermal cloaking system 4414, acoustic cloakingsystem 4415, radio frequency cloaking system 4416, and radio frequencyimitation system 4417 may include electrical and/or mechanical systemsto activate stealth capabilities that suppress the unmanned vehicle'sdetectable signatures. The stealth control system 4403 may use theclassification signal to activate at least one of the thermal cloakingsystem 4414, acoustic cloaking system 4415, radio frequency cloakingsystem 4416, or radio frequency imitation system 4417. Any combinationof stealth systems may be chosen. Each stealth system is independentfrom the other stealth systems. The thermal cloaking system 4414 mayprovide a control signal to a hull temperature suppression system 4418.The acoustic cloaking system 4415 may provide a control signal to anacoustic frequency cancelling system 4419. The radio frequency cloakingsystem 4416 may provide a control signal to a radio frequencysuppression system 4420. The radio frequency imitation system 4417 mayprovide a control signal to a frequency imitation system 4421.

Referring to FIG. 45 , the navigation mode control is depicted. Thenavigation mode control command messages 4501 are received and providedto navigation control 4503 and orientation control 4504. NavigationControl 4503 may control vessel speed and heading. Orientation control4504 may control vessel pitch, roll, and depth. Together these may bereferred to as controlling 6 degrees of freedom.

Navigation control 4503 and orientation control 4504 receive inputs fromsensors 4502. The sensors 4503 may include, but are not limited to a GPSsensor 4510, compass 4511, gyro sensor 4512, pressure sensor 4513, andwater level sensor 4514. The pressure sensor 4513 may be utilized todetermine a depth of the vessel. The sensors 4502 and the environmentalawareness sensors 4302 may be the same sensors. Output from the GPSsensor 4510, Compass 4511, and Gyro sensor 4512 may be provided to thenavigation control 4503 to provide a feedback reference for speed,course and/or heading.

Output from the gyro sensor 4512, pressure sensor 4513, and/or waterlevel sensor 4514 may be provided to the orientation control 4504 toprovide a reference feedback for pitch, roll, depth, and water volume inthe vessel.

The Navigation Control 4503 may control propulsion and steeragecomponents 4505. The propulsion and steerage components may include, butare not limited to, a power source, drive train, motors, propellers,engines, rudders, or vectored thrust.

The Orientation Control 4504 may include control logic that generatesoutput to control surface actuators 4506 or a buoyancy system 4507. Thecontrol surface actuators 4506 may control positions of trim tabs,canards, bow thrusters, or the like. The Buoyancy System 4507 maycontrol the Ballast System 4508 and the Flotation System 4509.

FIG. 46 provides more detail related to the orientation control 4504.The orientation control 4603 receives Navigation Mode control commandmessages 4602 and controls vessel pitch, roll, yaw, and depth inresponse. The Orientation Control 4603 contains logic that receivesrequests for particular orientation parameters and provides controlcommands in response to those requests. The orientation parameters mayinclude pitch, roll, yaw, and depth. To achieve requested pitch and rollorientation parameters, the orientation control 4603 may send controlcommands to control surface actuators 4618 and the Buoyancy Controlsystem 4604. The division of responsibilities between the controlsurface actuators 4618 and the buoyancy control system 4604 may bedependent upon the Navigation Mode. The control surface actuators 4618may provide signals to one or more of the trim tabs, canards, and bowthrusters 4619 to achieve the desired pitch and roll. In one embodiment,the trim tabs may be positioned in the aft of the vessel and the canardsmay be positioned in the bow of the vessel.

Vessel control surfaces, including, but not limited to, trim tabs,canards, and bow thrusters 4619, may be moved by electrically controlledactuators 4618 that receive signals from the Orientation Control 4603module. Power may supplied by the energy source, which may be one ormore batteries, and the conversion from digital signals to motive powermay occur in circuitry that exists in the on-board processor or withinthe actuators 4618 themselves.

The Orientation Control module may receive inputs from sensors 4601. Thesensors 4601 may include, but are not limited to, a gyro sensor 4612,pressure sensors 4613, 4616, 4617, environmental sensors 4614, and waterlevel sensors 4615. The gyro sensor 4612 may be a 3-axis accelerometer.The environment sensors 4614 may detect sea state, as defined by wavemotion, wind speed, wind direction, current speed, or current direction.The pressure sensors 4613, 4616, 4617 may be utilized to detectdifferent data. At least one depth pressure sensor 4613 may detect adepth of the vessel. A water pressure sensor 4616 may detect a waterpressure. An air pressure sensor 4617 may detect an air pressure.

The Buoyancy Control system 4604 may receive command and data messagesfrom the Orientation Control 4603. These messages may contain requestsfor orientation parameters related to depth, pitch, or roll. Thesemessages may also contain sensor 4601 data including information relatedto pitch, roll, yaw, and depth. These messages may be processed by thebuoyancy control system 4604 and translated to instructions to theBallast Control system 4605 or the floatation control system 4609.

The ballast control system 4605 may control the volume of water in thevessel and direct the systems necessary to remove water from or addwater to the vessel to achieve a desired volume of water. Specifically,water may be carried in ballast containers 4608 or the hull. The BallastControl System 4605 receives an input from water level sensors 4615inside the vessel and water pressure sensors 4616 indicating pressure inballast containers 4608. From this sensor data, the volume of water inthe vessel or ballast containers 4608 may be determined and compared tothe desired water volume as directed from the buoyancy control system4604. Water volume may be adjusted by activating water pumps or valves4606 to pump water into the ballast containers 4608 from the ambientwater environment 4607 or to pump water out of the ballast containers4608 into the ambient water environment 4607 until the water volume inthe ballast containers 4608 matches the requested water volume. Theballast control system 4605 may convert digital signals to electricaloutput that drives actuators 4606 that pump the water.

The flotation control system 4609 may control the volume of air in thevessel and direct the systems necessary to remove air from or add air tothe vessel to achieve the desired volume of air. Specifically, air maybe carried in pneumatic flotation bladders 4611. The Flotation ControlSystem 4609 may receive input from air pressure sensors 4617 measuringair pressure in pneumatic flotation bladders 4611. From this sensordata, the volume of air in a plurality of air bladders 4611 may bedetermined and compared to the desired volume of air as directed fromthe buoyancy control system 4604. Air volume may be adjusted byactivating an actuator or valve 4610 to pump air into the pneumaticflotation bladders 4611 or to release air from the pneumatic flotationbladders 4611 until the volume of air in the air bladders 4611 matchesthe requested volume of air. The flotation control system 4609 mayconvert digital signals to electrical output that drive actuators 4610that pump the air.

As described, the Buoyancy Control system 4604 may control two systemssimultaneously to achieve accurate control of total buoyancy and centerof buoyancy of the vessel which may enable multiple orientations, whichare grouped as Navigation Modes described in FIG. 51 .

FIG. 47 depicts the stealth mode executive control 4701. The Stealthcontrol system 4702 may receive Stealth Mode command messages, asdepicted in FIG. 44 . In response to the stealth mode command messages,a plurality of vessel signatures including thermal, acoustic or radiofrequencies may be suppressed. Further, the stealth control system 4702may enable the vessel to emit a signal that imitates a different kind ofvessel or maritime object. The Stealth control system 4702 may activateany combination of stealth systems. The stealth systems may include athermal cloaking system 4703, an acoustic cloaking system 4704, a radiofrequency cloaking system 4705, and a radio frequency imitation system4706.

The thermal cloaking system 4708 may provide a control signal to a hulltemperature suppression system 4703. The thermal cloaking system 4708may be adapted to decrease a temperature of the unmanned vehicle's bodyby activating the hull temperature suppression system 4703.

The thermal cloaking system controller 4708 may receive a message fromthe Stealth Control system 4702 with instructions to maintain, or limit,the maximum hull temperature to within a specified difference of theambient water temperature. The thermal cloaking system controller 4708may also receive a message from the stealth control system indicationwhat Navigation Mode or Hull Spray action to take to reduce the hulltemperature.

The thermal cloaking system controller 4708 may receive data fromtemperature sensors 4707 to determine the current hull temperature andthe ambient water temperature. A hull temperature sensor 4713 may bepositioned to measure and provide data related to the maximum hulltemperature and an ambient water temperature sensor 4714 may bepositioned to measure and provide data related to the ambient watertemperature. If the difference between the ambient water temperature andthe hull temperature is above the specified difference, the thermalcloaking system controller 4708 may provide a control signal to thenavigation mode control 4710 to enter a navigation mode calculated toreduce the hull temperature. The navigation mode control 4710 may be apart of the vehicle control system and may control the propulsionsystem, maneuvering system, vehicle control system, or buoyancy controlsystem to maintain an actual difference between the hull temperature andthe ambient temperature less than the target threshold when the thermalcloaking system 4703 is activated.

Similarly, if the difference between the ambient water temperature andthe hull temperature is above the specified difference, the thermalcloaking system controller 4708 may provide a control signal to the hullspray actuator 4709 to activate the hull spray pump 4711 and control thehull spray plumbing and nozzles 4712 to spray the hull with ambientwater to reduce the hull temperature. The hull spray actuator 4709 maybe a part of the vehicle control system and the hull spray pump 4711 andhull spray plumbing and nozzles 4712 may be a part of a water spraysystem. Water output from the water spray system may be directed at theexposed hull surface to maintain an actual difference between the hulltemperature and the ambient temperature less than the target thresholdwhen the thermal cloaking system 4703 is activated.

For example, if the maximum hull temperature exceeds the specifiedtemperature threshold, the vessel may be instructed to go into PORPOISEmode until the hull decreases temperature. By way of another example, ifthe maximum hull temperature exceeds the specified temperaturethreshold, the hull spray mechanism may be activated.

The acoustic cloaking system 4704 may be adapted to cancel an acousticfrequency emitted by the unmanned vehicle. The Acoustic FrequencyController 4717 may receive a message from the Stealth Control system4702 with instructions to suppress the acoustic signature of the vessel.The controller 4717 may receive input from an acoustic sensor 4715. Byway of example, and not as a limitation, the acoustic sensor 4715 may bea microphone or other sensor adapted to sense a detectable frequency. Analgorithm may receive data detected by the acoustic sensor 4715 orcontrol data from the frequency controller 4714 and be configured tocontrol a frequency generator 4716 to output a cancelling frequencycalculated to suppress the detectable frequency sensed by the acousticsensor 4715. The cancelling frequency may suppress or cancel thefrequencies sensed by the acoustic sensor 4715. The cancellationfrequency may be sent to a frequency generator 4716 in the form of anelectrical or digital signal.

The radio frequency imitation system 4706 may be adapted to recreate atarget radio frequency. The radio frequency imitation system 4706 mayreceive a message from the Stealth Control system 4702 with instructionsto imitate a known maritime vessel or other object. The object to beimitated could be man-made or natural. The imitation controller 4721 maycontain a library of maritime vessel and object frequencies that arematched to the requested object and the matching frequencies may sent toa frequency generator 4722 in the form of an electrical or digitalsignal or controls may be provided to the frequency generator 4722 tocause the frequency generator to output the desired frequency. Thefrequency library may include a designation of a plurality of maritimevessels and objects, which may be referred to collectively as frequencygenerators, and their associated output frequencies. The frequencygenerator 4722 may be configured to output a frequency associated withone or the plurality of frequency generators contained in the library.

The radio frequency cloaking system 4705 may be adapted to alter theradio frequency emitted by the vessel. The Radio Frequency SuppressionController 4718 may receive a message from the Stealth Control system4702 with instructions for which communication frequencies to suppress.These messages may be translated and sent to an Emission Controller 4719which has logic to determine what frequencies to suppress and the natureof the suppression from turning off those frequencies, choosing otherselective frequencies or changing the bandwidth and period ofcommunications. These parameters may be converted to instructions andsent to the vessel's communication modules 4720. The radio frequencycloaking system 4705 may be adapted to alter the emitted radio frequencyof the Bessel by at least one of: suppressing an emission of the radiofrequency, changing a bandwidth of the radio frequency, and changing aduration of transmission of the radio frequency.

Referring to FIGS. 48 a-c , schematic diagrams illustrating the layoutof the physical components of the buoyancy control system are presented.The buoyancy control system includes the ballast system and theflotation system. The ballast system controls water volume within thevessel hull. The flotation system controls the air volume within thevessel hull. These two systems work together and are coordinated by theOrientation Control System described above. The ballast system primarilycontrols the total buoyancy of the vessel, which changes its depth,while the flotation system is primarily used to control the center ofbuoyancy, which changes pitch and roll of the vessel.

The Ballast subsystem contains the following components as shown inFIGS. 48 a -c:

an electronically controller diverter valve 4809 that controls waterflow from external ports on the top and bottom of the vessel to,

an electronically controlled bi-directional positive displacement pump4806 that pumps water in or out of the vessel through plumbing linesconnected to ports in the bottom of the vessel and whose flow iscontrolled by,

electronically actuated valves 4807, 4808 with ports directing waterinto or our of the bottom of the hull.

Four water level sensors 4811, 4812, 4813, 4814 are located inside thevessel, two near the top to indicate that water has filled the vesseland two on the bottom, one in each sponson, to indicate that water isevacuated from the vessel.

The central processing control unit 4815 may contains a computer orother computing device for logic processing and input and outputconversions between digital signals and electronic signals that are usedto actuate valves and pumps in the ballast control system.

The flotation control system includes an air distribution controller4805. The air distribution controller 4805 controls the volume of air inair bladders 4801, 4802, 4803, 4804 by pumping air in or out through airlines. The volume of air is individually controlled in each air bladderand the air bladders are distributed in four quadrants within thevessel, port, starboard, bow, aft. This may enable control to move thecenter of buoyancy backward and forward, and left and right, whichtranslates to pitch and roll. The central processing control unit 4815may send actuation signals to the air distribution controller asdescribed in FIG. 49 . The flotation control system may also include apressure sensor 4810.

Turning to FIG. 49 a schematic diagram illustrating the physicalcomponents of the air distribution controller used to control the volumeof air in each of the air bladders 4914, 4913, 4919, 4920 is shown. Theair bladders 4914, 4913, 4919, 4920 distributed in the vessel allow forcontrolling the center of buoyancy. The air distribution controller 4915includes an air distribution manifold 4916, an air pump 4917, and ahigh-pressure air reservoir 4918. The air distribution manifold 4916 maycontain a set of air channels that direct air between the air bladders4914, 4913, 4919, 4920 and either ambient air 4912 or air from thehigh-pressure reservoir 4918. Air channels may contain electronicallyactivated valves 4901, 4902, 4903, 4904, 4905, 4906 that are controlledfrom the central processing control unit 4922. The combination of valvesin open or closed positions enable distribution of air between anycombination of bladders 4913, 4914, 4919, 4920 and one of the two airsources 4912, 4918. Signals from air pressure sensors 4907, 4908, 4909,4910, 4911 are transmitted to the central processing unit 4922, whichmay use algorithms to determine the volume of air in each bladder 4913,4914, 4919, 4920. The air distribution controller may receive electricalpower from one or more batteries 4921.

Turning to FIGS. 50 a-b schematic diagrams illustrating the layout ofthermal signature suppression components are depicted. Thermal signaturesuppression logic may be processed in the 5015 central processing unit.Temperature sensors 5001, 5002 may be placed to read exterior hulltemperature at locations expected to be the highest temperatures. Atemperature sensor 5003 may be placed to read ambient water temperature.The temperature sensor signals may be routed to the central processingunit 5015. When hull cooling is required, the embodiment of FIGS. 50 a-bdepicts a water spray system to suppress the thermal signature. Whenthermal suppression is called for, the central processing unit 5015 maydirect the external bottom water port to be opened by opening thediverter valve 5009, actuating the water pump 5006, and opening theinternal water valve 5007, which results in water flow to spray nozzles5004, 5005. When the hull temperature is cooled sufficiently, theprocess may be reversed. The valves may be closed and the water pump maybe turned off.

As described above, hull temperature suppression may be achieved byemploying a navigation mode the washes the hull and in this case, thespray system may not be used.

Many modifications and other embodiments of the invention will come tothe mind of one skilled in the art having the benefit of the teachingspresented in the foregoing descriptions and the associated drawings.Therefore, it is understood that the invention is not to be limited tothe specific embodiments disclosed, and that modifications andembodiments are intended to be included within the scope of the appendedclaims.

The claims in the instant application are different than those of theparent application or other related applications. Applicant thereforerescinds any disclaimer of claim scope made in the parent application orany predecessor application in relation to the instant application. Anysuch previous disclaimer and the cited references that it was made toavoid, may need to be revisited. Further, any disclaimer made in theinstant application should not be read into or against the parentapplication.

What is claimed is:
 1. An unmanned vehicle comprising: a vehicle body comprising a pair of substantially parallel sponsons; a propulsion system carried by the vehicle body; a maneuvering system carried by the vehicle body; a vehicle control system carried by the vehicle body to control a speed, an orientation, and a direction of travel of the unmanned vehicle in combination with the propulsion system and the maneuvering system; a rack carried by the vehicle body comprising a retractable mount configured to move between a down position and an up position; a sensor system carried by the rack and comprising a plurality of transient object detection sensors to sense transient objects in an environment of unmanned vehicle; and a power supply carried by the vehicle body; wherein the plurality of transient object detection sensors of the sensor system at least include a sensor adapted to detect an item of interest and provide an item of interest signal to the vehicle control system; wherein the vehicle control system is adapted to receive the item of interest signal, identify an item of interest classification and provide a classification signal; wherein the classification signal is determined by the item of interest classification and is utilized by the propulsion system, maneuvering system, vehicle control system, or retractable mount to avoid physical, electrical, acoustic, or thermal detection of the unmanned vehicle by the item of interest.
 2. The system of claim 1 wherein at least one of the maneuvering system and the propulsion system is used to position the unmanned vehicle in a location calculated to prevent detection of the unmanned vehicle by the item of interest.
 3. The system of claim 1 wherein the plurality of transient object detection sensors are selected from the group including an electro-optical sensor, an infrared sensor, a radar sensor, a lidar sensor, an acoustic sensor, and a sonar sensor.
 4. The system of claim 1 wherein the plurality of transient object detection sensors further includes at least one other sensor to determine at least one of a location of the item of interest, a velocity of the item of interest, and a dimension of the item of interest.
 5. The system of claim 1 wherein the down position of the retractable mount is defined as the rack being positioned abuttingly adjacent to the vehicle body, and wherein the up position of the retractable mount is defined as the retractable mount being substantially latitudinally extended from the vehicle body.
 6. The system of claim 1 wherein the item of interest classification is selected from the group consisting of an aquatic vessel, a human, a mine, an aerial vehicle, and a chemical.
 7. The system of claim 1 further comprising: a stealth control system; a thermal cloaking system; an acoustic cloaking system; a radio frequency cloaking system; and a radio frequency imitation system; wherein the classification signal is utilized by the stealth control system to activate at least one of the thermal cloaking system, the acoustic cloaking system, the radio frequency cloaking system, and the radio frequency imitation system.
 8. The system of claim 7 wherein the thermal cloaking system is adapted to decrease a temperature of the vehicle body.
 9. The system of claim 8 wherein the thermal cloaking system comprises: a first temperature sensor positioned to measure a hull temperature; and a second temperature sensor positioned to measure an ambient temperature; wherein a target threshold difference between the hull temperature and the ambient temperature is determined; and wherein the vehicle control system controls the propulsion system, maneuvering system, or the vehicle control system to maintain an actual difference between the hull temperature and the ambient temperature less than the target threshold when the thermal cloaking system is activated.
 10. The system of claim 8 wherein the thermal cloaking system comprises: a first temperature sensor positioned to measure a hull temperature; and a second temperature sensor positioned to measure an ambient temperature; wherein a target threshold difference between the hull temperature and the ambient temperature is determined; and wherein the vehicle control system controls a water spray system directed at the exposed hull surface to maintain an actual difference between the hull temperature and the ambient temperature less than the target threshold when the thermal cloaking system is activated.
 11. The system of claim 7 wherein the acoustic cloaking system is adapted to cancel an acoustic frequency emitted by the unmanned vehicle.
 12. The system of claim 11 wherein the acoustic cloaking system comprises: an acoustic sensor adapted to sense a detectable frequency; and a frequency generator configured to output a canceling frequency calculated to suppress the detectable frequency.
 13. The system of claim 7 wherein the radio frequency cloaking system is adapted to alter a radio frequency emitted by the unmanned vehicle.
 14. The system of claim 13 wherein the radio frequency cloaking system is adapted to alter the emitted radio frequency by at least one of: suppressing an emission of the radio frequency, changing a bandwidth of the radio frequency, and changing a duration of transmission of the radio frequency.
 15. The system of claim 7 wherein the radio frequency imitation system is adapted to recreate a target radio frequency.
 16. The system of claim 15 wherein the radio frequency imitation system comprises: a frequency library including a designation of a plurality of frequency generators and associated frequencies; and a frequency generator configured to output a frequency associated with one of the plurality of frequency generators. 